KR950007153B1 - Hydraulic circuit construction in system for adjusting right and left driving forces for vehicle - Google Patents

Abstract

No content.

Description

[Name of invention]

Hydraulic circuit structure of vehicle left and right driving force adjusting device

[Brief Description of Drawings]

1 is a schematic circuit diagram showing the configuration of a hydraulic circuit structure of a vehicle left and right drive force device of an embodiment of the present invention.

2 to 4 show the main components of the left and right driving force adjusting device for a vehicle having the hydraulic circuit structure according to one embodiment of the present invention. FIG. 2 is an AA cross-sectional view of FIG. 11, and FIG. BB city cross-sectional view, FIG. 4 is a CC city cross-sectional view of FIG.

Figure 5 is a front view showing the main structure showing the structure of the shaft coupling mechanism of the left and right driving force control device for a vehicle having a hydraulic circuit structure of an embodiment of the present invention.

6 is an exploded perspective view showing the main structure of the shaft coupling mechanism.

7 to 10 are schematic front views showing the assembling process of the shaft coupling mechanism of the left and right driving force adjusting device for a vehicle equipped with the hydraulic circuit structure of one embodiment of the present invention.

Figure 11 is a cross-sectional view showing the lower half in the rotational cross section for the main portion of the configuration of the left and right driving force control device for a vehicle having a hydraulic circuit structure of an embodiment of the present invention.

12 to 14 are schematic circuit diagrams showing various modifications of the configuration of the hydraulic circuit structure in the vehicle left and right driving force adjusting device according to the embodiment of the present invention.

15 to 23 are schematic structural views showing the right and left driving force adjusting device for a vehicle to which the hydraulic circuit structure of the present invention can be applied.

24 is a schematic circuit diagram showing the configuration of the hydraulic circuit structure of the vehicle left and right drive force adjusting device considered in the drafting process of the present invention.

* Explanation of symbols for main parts of the drawings

1: input shaft 2, 3: output shaft

4A, 4B, 16, 120A, 120E, 131A, 131E, 132A, 132E, 160A, 191A, 192A, 193C, 194C

5: pinion

5A, 5B, 131B, 131D, 160B, 191B, 191D, 192B, 192D: Planetary gear

6,17,61,62,106E, 131F: Carrier 6A, 32,131C, 160C: Pinion shaft

6B: Oil supply hole 6C: Oil delivery furnace

7,111,195: hollow shaft

8A, 8B, 112A, 112B, 142B, 193A, 193B, 194A, 194B: Clutch plate

8C: Clutch hub 9,151,108: Differential gear mechanism

10: circular clip 11: casing

12: differential gear carrier 13,108A: differential gear case

14,160D: Ring Gear 18,21: Bearing

19,31: bolt 20: piston

20D: Pressurized operating chamber (oil chamber) 22: Seal mechanism

23: pin 24: lubrication chamber,

26: outside communication path 27: key shape projection

28: entry groove 29: ring

30: snap ring 32: stopper ring

35 bush 41 oil pump

42: oil supply hole 70: electric pump

71: Check valve 72,78R, 78L: Pressure switch

73; Accumulate 74: Proportional valve

75: oil pressure sensor 76,110: switching valve

76A, 110A: Spool 76B, 110B, 110C: Solenoid

76C, 110D, 110E: Return spring 76a, 110b: First valve body

76b, 110b: second valve body 77: oil reservoir tank

79: relief valve 81: controller

82: oil tank

109A, 190C, 109D, 109F, 109G: Driving force transmission control mechanism

112,142,157,158,193,194,197,198: Multi-plate clutch mechanism

120, 131, 132, 160, 191, 192, 196: Transmission mechanism 161: Coupling

A: transmission mechanism B: multi-plate clutch mechanism

B1: clutch part C: regulatory mechanism

D: Connecting Mechanism S: Driving Force Transmission Control Mechanism

S1: Differential Mechanism

Detailed description of the invention

[Technical Field]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a preferred vehicle left and right drive force adjusting device for use in driving force adjustment, including distribution of drive force to left and right wheels in a four wheel drive automobile, and more particularly, to a hydraulic circuit structure thereof.

[Background]

In recent years, development of a four-wheel drive car has been actively conducted, but development of a full-time four-wheel drive system capable of actively adjusting driving force adjustment such as torque distribution between front and rear wheels has been made in various ways.

On the other hand, in a motor vehicle, if the torque distribution mechanism transmitted to the left and right wheels is taken in a broad sense, a conventional standard differential device or an LSD (Limited Slip Differential) including an electronic control type can be considered. It does not mean that the torque of the left and right wheels can be freely distributed.

By the way, it is preferable that the torque distribution mechanism be capable of freely distributing torque without causing a large torque loss or energy loss. For example, according to the following mechanism, the torque distribution mechanism can reduce the energy loss to the left and right wheels. Torque distribution can be adjusted freely.

Figure 15 is a schematic diagram showing the principle of the left and right driving force control device proposed in the drafting process of the present invention in this respect. In addition, the driving force adjustment means not only distributing the driving force transmitted from the engine to the left and right driving wheels, but also shifts torque between the left and right non-driven wheels so that a negative driving force (that is, a braking force) is exerted on one non-driven wheel, and the other side. In the non-driven wheel, the positive driving force is included.

As shown in FIG. 15, the first and second output shafts 2, which input rotational driving force (hereinafter referred to as driving force or torque), are input, and output the driving force input from the input shaft 1. As shown in FIG. (3) is disposed, and a vehicle left and right drive force distribution device as a vehicle left and right drive force adjusting device is installed between the first output shaft 2, the second output shaft 3, and the input shaft 1.

The vehicle left and right driving force distribution device is provided to the first output shaft 2 and the second output shaft 3 while allowing the differential between the first output shaft 2 and the second output shaft 3 by the following configuration. The driving force transmitted can be distributed at a ratio of required.

That is, the transmission mechanism A and the multi-plate clutch mechanism B are installed between the first output shaft 2 and the input shaft 1 and between the second output shaft 3 and the input shaft 1, respectively, and the first output shaft ( 2) or the rotational speed of the second output shaft 3 is transmitted by the transmission mechanism A to the hollow shaft 7 as the driving force transmission assistance member.

The multi-plate clutch mechanism B is mounted between the hollow shaft 7 and the differential gear case 13 on the input shaft 1 side, and the multi-plate clutch mechanism B is engaged to engage the high-speed hollow shaft ( From 7), the driving force is conveyed to the differential gear case 13 on the low speed side. This is because the torque is transmitted from the faster side to the slower side as a general characteristic of the clutch plates disposed to face each other.

Thus, for example, when the multi-plate clutch mechanism B between the second output shaft 3 and the input shaft 1 is engaged, a part of the driving force distributed to the second output shaft 3 is conveyed toward the input shaft 1. The driving force distributed to the second output shaft 3 decreases, so that the driving force distributed to the first output shaft 2 increases.

The above-mentioned transmission mechanism A is composed of a so-called double planetary gear mechanism formed by combining two planetary gear mechanisms in series, and the transmission mechanism A provided on the second output shaft 3 will be described as follows.

In other words, the first sun gear 4A is fixed to the second output shaft 3, and the first sun gear 4A is screwed to the first planetary gear (planetary pinion) 5A on its outer circumference. have. The first planetary gear 5A is integrally fixed to the second planetary gear 5B, and both are pivotally supported by the carrier 6 fixed to the casing (fixed part) via the pinion shaft 6A. As a result, the first planetary gear 5A and the second planetary gear 5B perform the same rotation about the pinion shaft 6A.

The second planetary gear 5B is screwed onto the second sun gear 4B pivotally supported on the second output shaft 3, and the second sun gear 4B is interposed between the hollow shaft 7. It is connected to the clutch plate 8A of the multi-plate clutch mechanism B. The other clutch plate 8B of the multi-plate clutch mechanism B is connected to the differential gear case 13 driven by the input shaft 1.

In the structure of FIG. 15, the first sun gear 4A is formed with a larger diameter than the second sun gear 4B, and the first planetary gear 5A is formed with a smaller diameter than the second planetary gear 5B. It is. Accordingly, the second sun gear is derived from the relationship between the tooth ratio between the first sun gear 4A and the first planetary gear 5A and the tooth ratio between the second sun gear 4B and the second planetary gear 5B. The rotational speed of 4B becomes larger than the first sun gear 4A, and this transmission mechanism A is adapted to act as a medium speed mechanism. Therefore, when the rotation speed of the clutch plate 8A is larger than the clutch plate 8B, and the multi-plate clutch mechanism B is engaged, the positive torque according to this engagement state is input shaft from the 2nd output shaft 3 side. It is made to convey to (1) side.

On the other hand, the transmission mechanism A and the multi-plate clutch mechanism B included in the first output shaft 2 are similarly configured, and when the drive torque from the input shaft 1 is to be distributed by the first output shaft 2 a lot, If the multi-plate clutch mechanism B on the second output shaft 3 side is properly engaged according to the degree (distribution ratio) to be distributed, and it is desired to distribute a large amount by the second output shaft 3, 1 Engage the multi-plate clutch mechanism B on the output shaft side 2 properly.

When the multi-plate clutch mechanism B is hydraulically driven, the engagement state of the multi-plate clutch mechanism B can be controlled by adjusting the size of the hydraulic pressure, and the input shaft (1) can be controlled from the first output shaft 2 or the second output shaft 3. The conveyance amount (in other words, the right and left distribution ratio of the driving force) of the driving force to 1) can be adjusted.

According to such an apparatus, the torque distribution is adjusted by transmitting the required amount of one torque to the other, rather than adjusting the torque distribution using energy loss such as a brake, so that almost no torque loss or energy loss is caused. The desired torque distribution can be obtained.

By the way, the multi-plate clutch mechanism B is controlled by the degree of coupling according to the hydraulic pressure, but it can be considered that shown in FIG. 24 as the simplest structure of the hydraulic circuit.

The hydraulic circuit in FIG. 24 is a proportional valve 91R for controlling the hydraulic pressure to the hydraulic source 90 for supplying the operating oil and to the multi-plate clutch BR on the right side (hereinafter, on the right side, BR on the right side). ), A proportional valve 91L for controlling the hydraulic pressure to the left multi-plate clutch BL (hereinafter, left and right, BL), and a controller 92 for controlling these units By controlling the respective proportional valves 91R and 91L, torque distribution of the left and right wheels can be adjusted.

However, in the hydraulic circuit of the type shown in FIG. 24, both the left and right clutch mechanisms are engaged or engaged at the same time when the control system is malfunctioning and the valve is welded, and there is a possibility that the mechanism may be damaged.

In addition, one clutch may be left in an engaged state, which may impair running stability.

In the hydraulic circuit of the type shown in FIG. 24, for example, if a component of the hydraulic circuit is broken, hydraulic oil that is not suitable for the hydraulic circuit is supplied, and as a result, the desired left and right wheel torque distribution can be obtained. If there is a possibility that the high-pressure operating oil is simultaneously supplied to the left and right clutches at this time, there is a possibility of entering the interlock state as above.

In addition, it is necessary that the above-mentioned hydraulic path be free from oil leakage and mixing of air. For this purpose, for example, the hydraulic path may be completely sealed. However, in order to fully seal, the hydraulic path must be processed by drilling, for example, in the form of a block, and further, all of the connections must be in a sealed structure, resulting in cost increase and weight increase.

The present invention has been made in view of the above-described problems, and for example, undesirable hydraulic supply, such as avoiding synchronous engagement or simultaneous coupling of the left and right hydraulic torque transmission mechanisms causing the interlock phenomenon of the wheels. An object of the present invention is to provide a hydraulic circuit structure of a vehicle left and right driving force adjusting device capable of avoiding the problem.

Another object of the present invention is to provide a hydraulic circuit structure of a vehicle left and right drive force adjusting device in which one of the right and left torque transmission mechanisms does not remain engaged when the hydraulic circuit breaks down.

Another object of the present invention is to provide a hydraulic circuit structure of a vehicle left and right driving force adjusting device which can cope with a failure of the hydraulic circuit portion so that the clutch does not perform an undesired engagement.

In addition, the present invention provides a hydraulic circuit structure of a vehicle left and right drive force adjustment device that can easily and surely prevent air from being mixed into the hydraulic circuit of the vehicle left and right drive force adjustment mechanism so as to sufficiently secure control performance of the clutch. It aims to provide.

[Initiation of invention]

The hydraulic circuit structure (of claim 1) of the vehicle left and right drive force adjusting device of the present invention includes a pair of axles that are integrally rotated with each of the left and right wheels, and a driving force transmission control mechanism provided between these axles. In the on-vehicle left and right driving force adjusting device, the drive force transmission control mechanism includes a hydraulic torque transmission mechanism for left wheel control for moving the driving force to or from the left wheel axle, and a right wheel axle or a right wheel axle. A hydraulic torque transmission mechanism for right-wheel control for movement, a hydraulic circuit for driving these hydraulic torque transmission mechanisms, the hydraulic circuit including a hydraulic adjustment unit for adjusting and outputting hydraulic pressure from a hydraulic source, and the hydraulic torque transmission mechanism described above. An input unit to which the oil pressure is attached to the hydraulic pressure unit for torque transmission; Flowing is opened in the flow path comprises a switching valve that can supply the hydraulic pressure to either side of the hydraulic type bujung.

Thereby, by the hydraulic drive through the hydraulic circuit, the driving force is moved to the left wheel side or from the left wheel side through the left wheel control hydraulic torque transfer mechanism of the drive force transmission control mechanism, or through the right torque control hydraulic torque transfer mechanism of the drive force transmission control mechanism. By moving the driving force to or from the right wheel side, the driving force state of the left and right wheels is adjusted to the required state.

At the time of this adjustment, in the said hydraulic circuit, the oil pressure output from the oil pressure source is adjusted to a suitable pressure via the oil pressure adjustment part, and is guide | induced to a switching valve. Then, the state of the switching valve is adjusted to adjust the driving force state of the left and right wheels.

Moreover, since a switching valve is comprised so that hydraulic pressure may be supplied to either of the left and right oil pressure input parts, supply of oil pressure simultaneously to the left and right oil pressure input parts is avoided.

Further, preferably, the switching valve takes one of the opening modes of supplying the required oil pressure from the hydraulic pressure adjusting section to one of the hydraulic input sections and the opening mode of supplying the hydraulic pressure input section to the other side. Consists of a 2 mode switching valve.

By this, from the mechanical structure of the switching valve, it is avoided to supply the hydraulic pressure at the same time to the left and right hydraulic input portions.

The switching valve includes a spool capable of advancing and retracting in the axial direction, a spring biasing the spool in a required direction, and a solenoid driving the spool against the spring, wherein the hydraulic input unit is provided in the spool. A first valve body portion for opening and closing the flow path to one side of the first and a second valve body portion for opening and closing the flow path to the other side of the hydraulic input portion, so that the first valve body portion and the second valve body portion are not opened at the same time. By setting the positional relationship between the first valve body portion and the second valve body portion, the above two-mode switching valve can be configured.

Preferably, the switching valve is an opening mode for supplying the required hydraulic pressure from the hydraulic pressure adjusting section to one of the hydraulic input sections, and an opening mode for supplying the hydraulic pressure input section to the other side, and any hydraulic pressure section. It consists of a three-mode switching valve which takes one of the three modes of the closed mode which is not supplied.

This also avoids supplying the hydraulic pressure to the left and right hydraulic input portions simultaneously from the mechanical structure of the switching valve.

In addition, since the three-mode switching valve takes the closed mode when the driving force is not applied to the switching valve, the hydraulic pressure is not supplied to both the left and right hydraulic input portions when the driving force is not applied.

Further, a spool capable of advancing and retracting the switching valve in an axial direction, a pair of springs biasing the spool from its both ends to a neutral position, and a first driving member for biasing the spool to one end against the spring. A solenoid and a second solenoid which drives the spool against the spring toward the other end, and closes the spool with a flow path to one side of the hydraulic input section when the spool is in a neutral position. The first valve body portion which opens the flow path to one side of the hydraulic input section when in the biased position toward the one end, and closes the flow path to the other side of the hydraulic input section when the spool is in the neutral position. By providing a second valve body portion for opening the flow path to the other side of the hydraulic input section when in the biased position toward the other end, the above-mentioned 3 You may configure the de-selector valve.

Preferably, the hydraulic pressure adjusting unit and the switching valve are configured to be embedded in the oil chamber in which the operating oil is stored and buried in the operating oil.

As a result, the operating oil leaked from the respective connecting portions on the hydraulic path is returned to the oil chamber and stored in the oil chamber, and at the same time, no air is mixed in the hydraulic circuit.

Preferably, a hydraulic multi-plate clutch is used as the hydraulic torque transfer mechanism.

In addition, the hydraulic circuit structure (described in claim 8) of the left and right driving force adjusting device for a vehicle according to the present invention includes a pair of axles that are integrally rotated with each of the left and right wheels, and a driving force transmission control established between these axles. In a vehicle left and right drive force adjusting device provided with a mechanism, the drive force transmission control mechanism includes a hydraulic torque transmission mechanism for left wheel control for moving the driving force to or from the left wheel axle, and from the right wheel axle or from the right wheel axle. A hydraulic torque transmission mechanism for right-wheel control for moving the driving force, a hydraulic circuit for driving these hydraulic torque transmission mechanisms, the hydraulic pressure adjusting section for outputting the hydraulic circuit by adjusting the hydraulic pressure from the hydraulic source, and the hydraulic torque described above. A hydraulic pressure input unit installed in the transmission mechanism and into which hydraulic pressure for torque transmission is input; And a switching valve installed in the flow path leading to the portion, and a control means for controlling the switching valve. The hydraulic detection means is mounted in the flow path from the switching valve to each of the hydraulic input units, and the hydraulic pressure is applied to the control means. The failure judging unit for determining the failure of the hydraulic circuit portion based on the information from the detecting means is configured.

Thus, on the basis of the information on the oil pressure of the oil pressure path detected by the oil pressure detecting means, it is determined in the fault determination unit whether or not there is a fault in the oil pressure circuit portion from the switching valve to each oil pressure input unit. Based on this determination result, it is possible to avoid undesired hydraulic pressure supply, for example, by avoiding simultaneous engagement or simultaneous engagement of the left and right hydraulic torque transmission mechanisms causing the interlock of the wheels. Done.

Also in this case, preferably, a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism.

In addition, the hydraulic circuit structure (described in claim 10) of the vehicle left and right driving force adjusting device of the present invention includes a pair of axles that are integrally rotated with each of the left and right wheels, and a driving force transmission control established between these axles. In a vehicle left and right drive force adjusting device provided with a mechanism, the drive force transmission control mechanism includes a hydraulic torque transmission mechanism for left wheel control and a right wheel axle or a right wheel axle for moving the driving force to or from the left wheel axle. A hydraulic torque transmission mechanism for right-wheel control for moving the driving force, a hydraulic circuit for driving these hydraulic torque transmission mechanisms, the hydraulic pressure adjusting section for outputting the hydraulic circuit by adjusting the hydraulic pressure from the hydraulic source, and the hydraulic torque described above. An oil pressure input unit installed in the transmission mechanism, into which oil pressure for torque transmission is input, and each oil pressure input from the oil pressure adjusting unit; A switching valve installed in the flow path leading to the portion, and a control means for controlling the hydraulic pressure adjusting portion, wherein the hydraulic pressure detecting means is retrofitted in the output flow path from the hydraulic pressure adjusting portion, and the control means is separated from the hydraulic pressure detecting means. On the basis of the information, a failure determination unit for determining the failure of the hydraulic circuit portion is provided.

Thus, on the basis of the information on the oil pressure of the oil pressure path detected by the oil pressure detecting means, it is determined whether or not there is a failure in the oil pressure circuit portion from the oil pressure control unit to the switching valve in the fault determination unit. And based on such a determination result, it becomes possible to avoid undesirable supply of hydraulic pressure.

Also in this case, Preferably, a hydraulic multi-plate clutch is used as said hydraulic torque transmission mechanism.

In addition, the hydraulic circuit structure (described in claim 12) of the vehicle left and right driving force adjusting device according to the present invention includes an input unit to which driving force is input and a pair of left and right pairs to output driving force input to the input wheels to the left and right wheels. A differential mechanism provided between the output shaft and the input unit and the output shaft to distribute the driving force to each output shaft and to allow differential of each output shaft, and a driving force transmission control mechanism established between the input unit and the output shaft. In the vehicle left and right driving force adjusting device, the drive force transmission control mechanism is a left wheel transmission for shifting the rotational speed of the output shaft of the left wheel side, and a right wheel transmission for shifting the rotational speed of the output shaft of the right wheel side And is mounted between the left wheel transmission mechanism and the input section or the right wheel output shaft and is driven to or from the left wheel output shaft and the drive force from the left wheel output shaft. Hydraulic torque transmission mechanism for the left wheel control for moving the engine, and hydraulic torque transmission for the right wheel control for moving the driving force to the right wheel output shaft or from the right wheel output shaft, which is installed between the right wheel transmission and the input unit or the left wheel output shaft. Mechanism and a hydraulic circuit for driving these hydraulic torque transmission mechanisms, the hydraulic circuits being attached to the hydraulic adjustment unit for adjusting and outputting the hydraulic pressure from the hydraulic source and the hydraulic torque transmission mechanisms on the left and right sides. And a switching valve capable of supplying hydraulic pressure to either one of the hydraulic pressure input units, which is installed in a flow path from the hydraulic pressure adjusting unit to the respective hydraulic input units.

As a result, the driving force of the input shaft is transmitted to each of the pair of left and right output shafts via a differential mechanism, and the driving force output from the differential mechanism to each of the above output shafts is adjusted to the required distribution ratio by the driving force transfer control mechanism. This adjustment is performed in the drive force transmission control mechanism, and the transmission mechanism gives a rotational difference between the members on the output shaft side and the members on the input portion side, and between these members on the output shaft side and the members on the input portion side. By engaging the hydraulic torque transmission mechanism disposed in the above, the driving force is transmitted between the two members, and the left and right driving force distribution is adjusted.

At the time of this adjustment, in the hydraulic circuit described above, the hydraulic pressure output from the hydraulic source is adjusted to an appropriate pressure via the hydraulic pressure adjusting portion, and then is delivered to the switching valve. Then, the state of the switching valve is adjusted to adjust the driving force state of the left and right wheels.

Moreover, since a switching valve is comprised so that hydraulic pressure may be supplied to either of the left and right oil pressure input parts, supply of oil pressure simultaneously to the left and right oil pressure input parts is avoided.

Further, preferably, either of the switching modes of the switching valve, the opening mode of supplying the required hydraulic pressure from the hydraulic pressure adjusting section to one of the hydraulic input section and the opening mode of supplying the other of the hydraulic input section, It consists of two mode switching valves.

By this, from the mechanical structure of the switching valve, it is avoided to supply the hydraulic pressure at the same time to the left and right hydraulic input portions.

The switching valve includes a spool capable of advancing and retracting in the axial direction, a spring biasing the spool in a required direction, and a solenoid driving the spool against the spring, wherein the hydraulic input unit is provided in the spool. A first valve body portion for opening and closing the flow path to one side of the first and a second valve body portion for opening and closing the flow path to the other side of the hydraulic input portion, so that the first valve body portion and the second valve body portion are not opened at the same time. By setting the positional relationship between the first valve body portion and the second valve body portion, the above two-mode switching valve can be configured.

Preferably, the switching valve is provided with an opening mode for supplying the required hydraulic pressure from the hydraulic pressure adjusting section to one of the hydraulic input sections, and an opening mode for supplying the hydraulic input section to the other side, and any hydraulic input section. It consists of a three-mode switching valve which takes one of three modes of the closed mode which does not supply.

This also avoids supplying the hydraulic pressure to the left and right hydraulic input portions simultaneously from the mechanical structure of the switching valve.

In addition, since the three-mode switching valve takes the closed mode when the driving force is not applied to the switching valve, the hydraulic pressure is not supplied to both the left and right hydraulic input portions when the driving force is not applied.

In addition, a spool capable of advancing and retracting the switching valve in an axial direction, a pair of springs that bias the spool from its opposite end to a neutral position, and an agent for driving the spool against one end of the spring so as to be biased toward one end. A solenoid and a second solenoid which drives the spool against the spring toward the other end to close the flow path to one side of the hydraulic input section when the spool is in a neutral position. A first valve body portion which opens the flow path to one side of the hydraulic input portion when the spool is in a convenient position toward one end, and closes the flow passage to the other side of the hydraulic input portion when the spool is in the neutral position; By providing a second valve body portion for opening the flow path to the other side of the hydraulic input section when in the biased position toward the other end, the above-mentioned 3 It can be configured to de-way switch valve.

Preferably, the hydraulic pressure adjusting part and the switching valve are configured to be embedded in the oil chamber in which the working oil is stored and buried in the working oil.

As a result, the operating oil leaked from the respective connecting portions on the hydraulic path is returned to the oil chamber and stored in the oil chamber, and at the same time, no air is mixed in the hydraulic circuit.

Preferably, a hydraulic multi-plate clutch is used as the hydraulic torque transfer mechanism.

In addition, the hydraulic circuit structure (described in claim 19) of the vehicle left and right driving force adjusting device according to the present invention includes an input unit into which driving force is input and a pair of left and right to output driving force input to the input unit to each of the left and right wheels. A differential mechanism provided between the output shaft of the output shaft and the input shaft and the output shaft for distributing the driving force to each output shaft and allowing differential of the output shaft, and a driving force transmission control established between the input shaft and the output shaft. In a vehicle left and right driving force adjusting device provided with a mechanism, the drive force transmission control mechanism includes a left wheel shift mechanism for shifting the rotation speed of the output shaft on the left wheel side, and a right wheel side for shifting the rotation speed of the output shaft on the right wheel side. A driving force between the transmission mechanism and the left wheel transmission mechanism and the input portion or the right wheel output shaft and on or from the left wheel output shaft; Hydraulic torque transmission mechanism for left wheel control, and between the right side transmission mechanism and the input section or the left output shaft, and the right torque control hydraulic torque transmission mechanism for moving the driving force to or from the right output shaft. And a hydraulic circuit for driving these hydraulic torque transmission mechanisms, wherein the hydraulic circuits are installed in the hydraulic adjustment unit for adjusting and outputting the hydraulic pressure from the hydraulic source and the hydraulic torque transmission mechanisms on the left and right sides. A hydraulic input unit into which oil pressure for inputting the oil pressure is input, a switching valve opened in a flow path from the hydraulic pressure adjusting unit to the respective hydraulic input units, and control means for controlling the switching valve; The hydraulic pressure detecting means is retrofitted in the flow path leading to the hydraulic pressure input portion, and the hydraulic pressure detecting means is applied to the control means. A fixing judging part for determining the failure of the hydraulic circuit part based on the information from the exit means is configured.

By this, on the basis of the information on the hydraulic pressure of the hydraulic path detected by the hydraulic pressure detecting means, it is determined in the fault determination unit whether or not there is a failure in the hydraulic circuit portion from the switching valve to each hydraulic input unit. On the basis of this determination result, it is possible to avoid undesired hydraulic pressure supply, for example, by avoiding simultaneous engagement or simultaneous engagement of the left and right hydraulic torque transmission mechanisms causing the interlock of the wheels. Done.

Also in this case, preferably, a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism.

In addition, the hydraulic circuit structure (described in claim 21) of the vehicle left and right driving force adjusting device according to the present invention includes an input unit to which driving force is input and a pair of left and right to output driving force input to this input unit to each of the left and right wheels. A differential mechanism provided between the output shaft of the output shaft and the input shaft and the output shaft for distributing the driving force to each output shaft and allowing differential of the output shaft, and a driving force transmission control established between the input shaft and the output shaft. In the vehicle left and right driving force adjusting device provided with the mechanism, the drive force transmission control mechanism includes a left wheel shift mechanism for shifting the rotation speed of the output shaft on the left wheel side, and a right wheel side for shifting the rotation speed of the output shaft on the right wheel side. It is interposed between the transmission mechanism and the left wheel transmission mechanism and the input section or the right wheel output shaft and is formed on or from the left wheel output shaft. Hydraulic torque transmission mechanism for left wheel control for moving the force, and hydraulic torque transmission for right wheel control for moving the driving force to the right wheel output shaft or from the right wheel output shaft, which is mounted between the right wheel transmission and the input unit or the left wheel output shaft. Mechanism and a hydraulic circuit for driving these hydraulic torque transmission mechanisms, the hydraulic circuit being installed in the hydraulic adjustment unit for adjusting and outputting the hydraulic pressure from the hydraulic source, and the hydraulic torque transmission mechanisms on the left and right sides described above, for torque transmission. A hydraulic input unit into which oil pressure for inputting the oil pressure is input, a switching valve installed in a flow path from the hydraulic pressure adjusting unit to each of the hydraulic pressure input units, and a control means for controlling the hydraulic pressure adjusting unit, the output flow path from the hydraulic pressure adjusting unit; The hydraulic pressure detecting means is retrofitted and at the same time the control means from the hydraulic pressure detecting means On the basis of the information, a failure determination unit for determining the failure of the hydraulic circuit portion is provided.

Thus, on the basis of the information on the oil pressure of the oil pressure path detected by the oil pressure detecting means, it is determined whether or not there is a failure in the oil pressure circuit portion from the oil pressure control unit to the switching valve in the fault determination unit. And based on such a determination result, it becomes possible to avoid undesirable supply of hydraulic pressure.

Also in this case, a hydraulic multi-plate clutch is preferably used as the hydraulic torque transfer mechanism.

Best Mode for Carrying Out the Invention

Hereinafter, with reference to the drawings, the hydraulic circuit structure of the vehicle left and right driving force adjusting device as an embodiment of the present invention will be described.

The left and right driving force adjusting device for a vehicle of this embodiment performs left and right driving force of a rear wheel in an automobile, and in particular, is provided on the rear wheel side of a four wheel drive vehicle, and the driving force outputted to the rear wheel through a central differential device (not shown) is propeller shaft. The driving force is received by the input shaft 1 via the drawing (not shown), and the driving force can be distributed from side to side.

That is, as shown in FIGS. 2 through 4, 11 and 15, the apparatus inputs an input shaft 1 and an input shaft 1 for inputting the rotational driving force distributed to the rear wheel side of the engine output of the automobile. The first and second output shafts (2) and (3) for outputting the driving force inputted from the first and second output shafts (2) and (3). The right end is connected to the drive system of the right wheel.

Between the proximal end of the first output shaft 2 and the proximal end of the second output shaft 3 and the rear end of the input shaft 1, a differential mechanism S1 and a drive force transmission control mechanism S are retrofitted, and by these mechanisms, The driving force transmitted to the first output shaft 2 and the second output shaft 3 can be distributed at a required rate while allowing a differential between the first output shaft 2 and the second output shaft 3.

In particular, the drive force transmission control mechanism S includes a transmission mechanism A and a multi-plate clutch mechanism B as a transmission capacity variable control torque transmission mechanism. These transmission mechanisms A and the multi-plate clutch mechanism B are mounted between the first output shaft 2 and the input shaft 1 and between the second output shaft 3 and the input shaft 1, and the first output shaft 2 Or the rotational speed of the second output shaft 3 is increased by the transmission mechanism A and transmitted to the hollow shaft 7 as the driving force transmission assistance member.

The multi-plate clutch mechanism B is mounted between the hollow shaft 7 and the differential gear case 13 on the input shaft 1 side, and the multi-plate clutch mechanism B is engaged to engage the high-speed hollow shaft 7. Drive force is transmitted to the differential gear case 13 on the low speed side. This is a general characteristic of the clutch plates that are disposed to face each other because the transmission of torque is performed from the faster side to the slower side.

Thus, for example, when the multi-plate clutch mechanism B is engaged between the second output shaft 3 and the input shaft 1, a part of the driving force distributed to the second output shaft 3 is conveyed toward the input shaft 1. The driving force distributed to the second output shaft 3 decreases, so that the driving force distributed to the first output shaft 2 increases. On the contrary, when the multi-plate clutch mechanism B between the first shaft force shaft 2 and the input shaft 1 is engaged, a part of the driving force distributed to the first output shaft 2 is conveyed toward the input shaft 1, and the first The driving force allocated to the output shaft 2 decreases, and the driving force distributed to the second output shaft 3 increases by that amount.

The above-mentioned transmission mechanism A is composed of a so-called double planetary gear mechanism formed by combining two planetary gear mechanisms in series, and the transmission mechanism A provided on the second output shaft 3 will be described as follows.

That is, the first sun gear 4A is fixed to the second output shaft 3 by the spline and the circular clip 10, and the first sun gear 4A has the first planetary gear 5A on its outer circumference. Is screwing in. The first planetary gear 5A is formed integrally with the second planetary gear 5B. In this embodiment, the first planetary gear 5A is formed as the same number of teeth and an integral part (ie, one planetary gear) 5. .

The first planetary gear 5A and the second planetary gear 5B are pivotally supported on the carrier 6 fixed to the casing 11 of the transmission mechanism A via the pinion shaft 6A. The planetary gear 5A and the second planetary gear 5B are configured to perform the same rotation around the pinion shaft 6A.

The second planetary gear 5B is screwed onto the second sun gear 4B, and the second sun gear 4B is a cylindrical hollow shaft 7 pivoted on the second output shaft 3. It is attached to the clutch plate 8A of the multiplate clutch mechanism B via this hollow shaft 7.

Here, the multi-plate clutch mechanism B is provided by storing the opposing clutch plate 8A and the clutch plate 8B in the differential gear case 13 in the differential gear carrier 12, and the clutch plate 8B is The direction of rotation is hung on the projection 13a of the inner circumference of the differential gear case 13. Since the differential gear case 13 fixes the bevel gear (ring gear) 9A constituting the differential gear 9, the other clutch plate 8B of the multi-plate clutch mechanism B is the differential gear case. It is connected to the bevel gear (drive pinion) 9B which comprises the rear end part of the input shaft 1 via 13 and 9A of bevel gears.

That is, the input shaft 1 is connected to the clutch plate 8B via the bevel gear 9A, the bevel gear 9B, and the differential gear case 13, and the bevel gear 9A, In addition to the normal driving force transfer loop transmitted to the first output shaft 2 and the second output shaft 3 via the bevel gear 9B, the differential gear case 13, and the differential mechanism 15, the first output shaft 2 Or from the second output shaft 3 to the input shaft 1 via the transmission mechanism A, the hollow shaft 7, the multi-plate clutch mechanism B, the differential gear case 13, the bevel gear 9A, and the bevel gear 9B. The driving force transfer route is formed.

In addition, in the structure of FIG. 1, although the 1st sun gear 4A and the 2nd sun gear 4B are formed with the same diameter, the number of teeth is the 2nd sun by the transition gear to the 1st sun gear 4A. It is larger than the gear 4B. Therefore, the rotation speed of the 2nd sun gear 4B is larger than the 1st sun gear 4B, and the transmission mechanism A is comprised as a speed increasing mechanism. For this reason, the rotation speed of the clutch plate 8A becomes larger than the clutch plate 8B, and when the multi-plate clutch mechanism B is made into the required engagement state, the required torque is increased from the second output shaft 3 toward the input shaft ( It is to be conveyed to 1).

The transmission mechanism A and the multi-plate clutch mechanism B on the first output shaft 2 are also equipped in the same manner as above, and the torque transmission from the first output shaft 2 to the input shaft 1 is controlled.

By the way, the differential mechanism S1 which allows the differential rotation between the first output shaft 2 and the second output shaft 3 is constituted by a planetary gear mechanism, whereby a pair of multiplate clutch mechanism B and the differential mechanism S1 are identical. It is disposed in the differential gear carrier 12.

That is, the planetary gear mechanism as the differential mechanism S1 includes a ring gear 14, a planetary gear 15, and a sun gear 16, and a ring gear 14 is formed on the inner circumference of the differential gear case 13. The gear 16 is mounted on the second output shaft 3, and the carrier 17 for shaft-supporting the planetary gear 15 is mounted on the second output shaft 2.

As a result, the driving force input to the differential gear case 13 is input from the ring gear 14 to the planetary gear 15 and transmitted from the carrier 17 to the first output shaft 2, while the ring gear 14 Is inputted from the sun gear 16 via the planetary gear 15 to the first output shaft 2.

Moreover, in this planetary gear mechanism, the planetary gear 15 is constituted by a dual type in which two pinions of an inner pinion and an outer pinion are engaged with each other. Their inner pinion and outer pinion are both pivotally supported by the carrier 17, the outer pinion is screwed onto the ring gear 14, the inner pinion is screwed onto the sun gear 16, and the sun gear 16 The relative rotational direction between the side and the ring gear 14 side is set to coincide.

The differential mechanism S1 is provided between the pair of multi-plate clutch mechanisms B in the differential gear case 13. However, since the differential mechanism S1 is composed of a planetary gear mechanism, the differential mechanism S1 is compact in the axial direction and differential. The mechanism S1 and the multi-plate clutch mechanism B are both stored in the differential gear case 13 conventionally used. As a result, the differential gear carrier 12 which stores the differential gear case 13 is also comprised by the conventional component.

In addition, the hollow-cylindrical differential gear case 13 is pivotally supported by the openings in the both ends of the differential gear carrier 12 via the bearing 18 via the small diameter part of the both ends.

The multi-plate clutch mechanism B includes a clutch portion B1 including the clutch plate 8A and the clutch plate 8B as described above, and a piston portion B2 for driving the clutch portion B1, and the clutch portion B1 is differential. The piston part B2 is disposed outside the differential gear case 13 while being disposed in the gear case 13.

That is, the casing 11 of the transmission mechanism A formed in the hollow-cylindrical shape is inserted into the both end openings of the differential gear carrier 12 from the outside, and the base small diameter part 11A is fastened and fastened by the bolt 19. In this base small diameter portion 11A, a piston 20 having a sliding portion 20A extending along the inner wall thereof is provided.

The piston 20 extends along the inner wall from the base end small diameter portion 11A of the casing 11 to the large diameter portion 11B, and the sliding portion 20A of the small diameter and the sliding portion 20B of the large diameter are extended. It is formed in the shape of a hollow hollow cylinder with a step.

And 20 C of annular vertical surfaces between 20 A of small diameter sliding parts, and 20 B of large diameter sliding parts are comprised as a press surface, and this press surface 20C and the casing 11 of A pressurized operation chamber (pressure chamber) 20D as a hydraulic input portion is formed between the inner wall surface 11C extending from the base small diameter portion 11A to the large diameter portion 11B.

An operating oil supply hydraulic circuit (not shown) is connected to the pressurized operating chamber 20D. The required hydraulic pressure from the hydraulic source is supplied to the pressurized operating chamber 20D based on a control signal such as a controller and the piston 20 ) Is intended to be a small displacement.

In this way, the piston portion B2 of the multi-plate clutch mechanism B is formed in the casing 11 outside the differential gear case 13.

Here, the above-described hydraulic circuit will be described. The hydraulic circuit is operated by the electric pump 70 serving as the hydraulic source and the operating oil pressurized by the electric pump 70 and sent out through the check valve 71 to a predetermined degree of pressure or less. Relief valve 79 for limiting the pressure, accumulator 73 for storing the pressurized operating oil, and proportional solenoid (proportional valve) 74 as a hydraulic pressure adjusting unit for adjusting and outputting the operating oil from the accumulator 73. And ON / OFF solenoid 76 as a switching valve for supplying the operating oil pressure-regulated by the proportional solenoid 74 to only one of the left and right pressurized operation chambers 20D and 20D, and from each part. An oil reservoir tank 77 for temporarily storing the discharge oil is provided.

Then, on the hydraulic path of the installation portion of the relief valve 79 and the installation portion of the accumulator 73, a pressure switch 72 as a hydraulic detection means is provided, and between the proportional valve 74 and the switching valve 76. An oil pressure sensor 75 as an oil pressure detecting means is provided on the oil pressure path of the pressure path, and a pressure switch 78R as oil pressure detecting means is provided on the oil pressure path between the switching valve 76 and the pressurized operation chamber 20D of the right wheel. Is provided, and a pressure switch 78L as a hydraulic pressure detecting means is provided on the hydraulic path between the switching valve 76 and the pressurized operation chamber 20D of the left wheel. Moreover, the controller 81 which controls these hydraulic units is provided.

Therefore, the operating oil pressurized by the electric pump 70 is led to the proportional valve 74 via the check valve 71, the pressure switch 72, and the accumulator 73, and then via the switching valve 76. The left and right clutch pistons are supplied to the pressurized operating chamber 20D.

By the way, the proportional valve 74 is a solenoid valve that adjusts the hydraulic pressure in accordance with the supply current, and can output the required hydraulic oil while feeding back based on the detection signal of the hydraulic sensor 75 by the controller 18. To be controlled. For example, if the supply current is 0, the output hydraulic pressure is 0, and when the supply current is maximum, the pressure is adjusted in proportion to the current so that the output hydraulic pressure is maximum.

In addition, the failure of the proportional valve 74 can also be determined by the oil pressure sensor 75, and the failure of the proportional valve 74 can be coped with by the output control of the electric pump 70 or the like. That is, the controller 81 is provided with a failure determination unit (not shown) for determining the failure of the proportional valve 74 while comparing the detection signal from the hydraulic sensor 75 with the control signal to the proportional valve 74. If the failure of the proportional valve 74 is determined by this failure determination unit, a certain amount of control can be performed by adjusting the hydraulic pressure by the output control of the electric pump 70.

The switching valve 76 is either the oil chamber of the left clutch (pressurization operating chamber 20D or the oil chamber of the right clutch (pressurization operating chamber) 20D) and the proportional valve 74 by the position of the spool 76A. It is a spool valve which is in communication with the output side of the), and is driven by the solenoid 76B.

That is, two valve body portions of the first valve body portion 76a and the second valve body portion 76b are formed in the spool 76A, and the space 76c between these valve body portions 76a and 76b is formed. It always communicates with the output side of the proportional valve 74, and either of the flow paths which pass through the left and right oil chambers 20D and 20D is communicated with this space 76C.

If the solenoid 76B does not operate, the spool 76A retreats (the right side is turned to the rear in the drawing) due to the force generated by the return spring 76C, and the state position of the solenoid 76B passes through the oil chamber 20D on the right side. When the solenoid 76B is operated, the spool 76A advances against the return spring 76C and becomes the relative position through the oil chamber 20D on the left side.

Such a switching valve 76 is controlled by the controller 81, and always becomes a mechanism in which the hydraulic path opens only to one of the left and right pressurized operation chambers 20D.

Moreover, the pressure switch 72 is an ON-OFF switch through which a signal flows to the controller 81 when a certain amount of hydraulic pressure is applied, and the output state of the electric pump 70 can be checked. That is, the controller 81 is provided with a fault determination unit (not shown) for determining whether the electric pump 70 is operating properly or is broken according to the detection signal from the pressure switch 72. If it is determined that the electric pump 70 has a failure (output side), the undesirable torque distribution state can be avoided by controlling the proportional valve 74 accordingly or stopping the electric pump 70 accordingly. It is supposed to be. In addition, even when the electric pump 70 is operated excessively, it can be detected by the pressure switch 72, the proportional valve 74 is controlled by the controller 81, and the spare oil is stored in the oil reservoir tank ( By returning to 77), unnecessary lock of the multi-plate clutch mechanism B and failure of the switching valve 76 can be prevented.

Similarly, the pressure switches 78R and 78L also cause a signal to flow to the controller 81 when a certain amount of hydraulic pressure is applied. Therefore, the pressure switches 78R and 78L are switched depending on whether or not hydraulic pressure is applied to the hydraulic path according to the control of the switching valve 76. A failure of the valve 76 or the like can be detected. That is, the controller 81 determines whether the switching valve 76 or the like is operating properly or is malfunctioning (for example, the hydraulic path cannot be switched) by the detection signals from the pressure switches 78R and 78L. If a fault determination unit (not shown) is provided and a failure (or abnormality) of the switching valve 76 or the like is determined by the fault determination unit, the proportional valve 74 is stopped or the electric pump 70 is stopped. By this measure, it is possible to avoid an undesirable torque distribution state.

The hydraulic path described above is completely sealed to prevent oil leakage and air mixing, and the switching valve 76 integrates the spool 76A and the solenoid 76B to avoid oil leakage.

However, in order to make the entire hydraulic path free from oil leakage, the hydraulic path must be processed from a block shape by drilling, and the connection part must be a shielded structure, resulting in cost increase and weight increase. have.

In response to such a request, a configuration as shown in FIG. 12 in which countermeasures against oil leakage and air mixing are made while changing a part of the hydraulic circuit in FIG.

In the hydraulic circuit shown in FIG. 12, a part of the hydraulic circuit is immersed in the oil tank 82 as the oil chamber, and air leakage from the middle of the hydraulic circuit is avoided and oil leakage from the hydraulic path is allowed. I can do it. Here, a portion that may cause oil leakage and air mixing, specifically, the proportional valve 74 and the switching valve are embedded in the operating oil contained in the oil tank 82.

In this example, the spool 76A and the solenoid 76B of the switching valve 76 are separated from each other, so that the solenoid 76B and the hydraulic circuit are miniaturized to store the switching valve 76 in the small oil tank 82. I can do it. The oil tank 82 itself functions in the same way as the reservoir tank 77 in the hydraulic system of the embodiment, and the operating oil contained in the oil tank 82 is properly supplied by the solenoid 76B. The spool 76A is driven.

For this reason, the oil chamber 76D is formed in the shaft end part of the spool 76A, and a part of operating oil is guide | induced to this oil chamber 76D. Then, a valve 76F driven by the solenoid 76B is provided in the flow path 76E passing through the oil chamber 76D, and the oil chamber 76D is opened by opening the valve 76F through the solenoid 76B. The operating oil is supplied to the spool, and the spool 76A is driven to the right in the drawing.

If the operating oil is not supplied to the oil chamber 76D, the return spring 76C causes the spool 76A to be positioned on the left side in the figure.

In addition, by using a valve body of the A / T type (type of control hydraulic pressure gauge for automatic transmission) in which the oil leakage part in the oil passage 82 is slightly leaked, the weight can be reduced.

In addition, as shown in FIG. 13, when the driving force is not applied to the switching valve, a three-mode switching valve having a neutral mode does not supply operating oil to either of the left and right pressurized operation chambers 20D. I can think of it.

The three-mode switching valve 110 is provided with an opening mode for supplying the operation oil regulated by the proportional solenoid 74 to one of the left and right pressurized operation chambers 20D and 20D, and an opening mode for supplying the other to the other. It is a three mode switching valve 110 that can take three modes of the closed mode that is not supplied to the hydraulic input unit.

Also in this case, the pressure switch 72 is provided on the hydraulic path of the installation portion of the relief valve 79 and the installation portion of the accumulator 73, and between the proportional valve 74 and the three-mode switching valve 110. A hydraulic sensor 75 is installed on the hydraulic path of the pressure path, and a pressure switch 78R is provided on the hydraulic path between the three-mode switching valve 110 and the pressurized operation chamber 20D of the right wheel. A pressure switch 78L is provided on the hydraulic path between the three-mode switching valve 110 and the pressurized operation chamber 20D of the left wheel. Moreover, the controller 81 which controls these hydraulic units is provided.

Therefore, the operation oil pressurized by the electric pump 70 is led to the proportional valve 74 via the check valve 71, the pressure switch 72, and the accumulator 73, and the three-mode switching valve 110. Through this, it is supplied to the pressurization operation chamber 20D of either clutch piston left or right, or it is interrupted by this 3 mode switching valve 110, and is not supplied to either pressurization operation chamber 20D.

The three-mode switching valve 110 is a mode for communicating the output side of the proportional valve 74 to the oil chamber (pressure-operating chamber) 20D of the left clutch according to the position of the spool 110A, and the right clutch of the right clutch. 3 in a mode in which the output side of the proportional valve 74 is communicated with the oil chamber (pressurization operation chamber) 20D, and in a mode in which the output side of the proportional valve 74 is not communicated with either of the left and right pressure operation chamber 20D. It is a spool valve capable of taking two modes and is driven by the first solenoid 110B and the second solenoid 110C.

That is, two valve body portions of the first valve body portion 110a and the second valve body portion 110b are formed in the spool 110A, and the space 110c between these portions 110a and 110b is always present. It communicates with the output side of the proportional valve 74, and either of the flow paths which pass through the left and right oil chambers 20D and 20D communicates with this space 110c, or it does not communicate with any flow path.

If the solenoids 110B and 110C do not operate at all, the bias force by the return springs 110D and 110E is balanced, and the spool 110A is moved to the center so that the left and right oil chambers 20D and 20D It becomes a state position which does not communicate with either flow path. When one of the solenoids 110B and 110C is operated, the spool 110A moves against one of the negative forces of the return springs 110D and 110E, and any of the left and right oil chambers 20D and 20D is moved. It becomes a state position which communicates with one flow path. For example, when the solenoid 110B is operated, the spool 110A is driven through the shaft 110F to the left in the drawing, and when the solenoid 110C is in communication with the flow path of the drive chamber 20D on the left side, , The spool 110A is driven to the right in the drawing through the shaft 110G and communicates with the flow path of the oil chamber 20D on the right.

In addition, the solenoids 110B and 110C operate under the control of the controller 81, but the controller 81 controls to operate either one of the solenoids 110B and 110C or none of them. As a result, the three-mode switching valve 110 has a mechanism in which the hydraulic path is opened in only one of the left and right pressure operation chambers 20D, or the hydraulic path is not in communication with either of the left and right pressure operation chambers 20D. It is becoming.

In addition, the hydraulic sensors 54, the pressure switches 72, 78R, 78L, and the failure judgment of the controller 81 are provided in the same manner as in the embodiment (example of FIG. 1), and the proportional valve 74 It is possible to detect a failure of the fault and to detect a failure of the three-mode switching valve 110 or the like. Thus, for example, in the case of failure of the proportional valve 74, it is possible to cope with the output control of the vibration pump 70 or the like, and for example, the left and right pressure operation chambers (for example, due to the failure of the three-mode switching valve 110). When the hydraulic path to 20D becomes unswitchable, the controller 81 controls the output of the proportional valve 74 to avoid an undesirable torque distribution state.

In addition, the hydraulic path is completely sealed to prevent oil leakage and air mixing, and the three-mode switching valve 110 uses the spool 110A and the solenoid 110B and 110C to avoid oil leakage. I integrate it.

However, in order to make the entire hydraulic path free from oil leakage, the hydraulic path must be processed from a block shape by drilling, and the connection part must be a shielded structure, resulting in cost increase and weight increase. .

For this reason, it can be considered as the block diagram shown in FIG. 14 which changed a part of the hydraulic circuit of FIG.

The hydraulic circuit of FIG. 14 corresponds to the hydraulic circuit of FIG. 12, and has a structure in which a part of the hydraulic circuit is immersed in the oil tank 82, and air mixing from the hydraulic circuit is avoided.

In this example, the solenoids 110B, 110C and the hydraulic circuit can be miniaturized by separating the spools 110A and the solenoids 110B and 110C of the switching valve 76, and the spools 110A. ) Is driven by the operating oil supplied by the solenoids 110B and 110C.

That is, oil chambers 110H and 110I are formed at both shaft end portions of the spool 110A, and part of the operating oil is guided to the oil chambers 110H and 110I. Then, the valves 110L and 110M driven by the solenoids 110B and 110C are disposed in the flow paths 110J and 110K through the oil chambers 110H and 110I, and the valves 110L and ( The operating oil is supplied to the oil chambers 110H and 110I by opening 110M, and the spool 110A is driven in the left-right direction in a figure from a neutral state.

If the operating oil is not supplied to the oil chambers 110H and 110I, the spool 110A is maintained in a neutral state by the return springs 110D and 110E.

Also in this case, a small and light weight can be achieved by using a valve body of the A / T type (type of control hydraulic pressure gauge for automatic transmission) in which the oil leakage part in the oil tank 82 is slightly leaked.

By the way, the bearing 21 is fitted in the inner circumference of the large diameter sliding part 20B in piston part B2, and the hollow shaft 7 is inserted in the inner circumference of the bearing 21, and hollow The shaft 7 is fixed to the inner ring of the bearing 21.

That is, the piston part B2 is equipped with the bearing part 21 with respect to the rotating part (hollow shaft 7) outside the differential gear case 13, and when the piston 20 is displaced, it will interpose the bearing 21. The hollow shaft 7 is configured to drive a required amount in the axial direction.

The hollow shaft 7 is connected to the clutch plate 8A in the multi-plate clutch mechanism B. When the hollow shaft 7 is driven as described above, the clutch plate 8A is displaced and the multi-plate clutch mechanism B From the disengaged state where the clutch plates 8A and 8B are isolated from each other, the semi-engaged state in which the clutch plates 8A and 8B are properly engaged with slipping, and further, the clutch plates 8A and 8B It is possible to control properly until the fully coupled state.

By the way, the hollow shaft 7 is connected to the second sun gear 4B via its spline mechanism via its spline mechanism and always rotates at a speed shifted by the transmission mechanism A, but the piston 20 Since the bearing 21 is retrofitted with the hollow shaft 7, it is comprised by the non-rotation type which does not rotate.

This is for satisfactorily holding the seal mechanism 22 provided between the piston 20 and the inner wall of the chasing 11, and it is preferable that the piston 20 does not rotate at all. However, with the bearing 21 alone, since the piston 20 rotates together by friction, the regulating mechanism C which regulates the relative rotation between the piston 20 and the casing 11 as the piston retainer in the piston portion B2 is It is installed.

The regulating mechanism C is a pin 23 that is set up so as to extend in the axial direction toward the piston 20 toward the vertical inner wall surface 11C in the casing 11, and a piston in which the pin 23 is loosely fitted ( It consists of the guide hole 20E of 20, and when the piston 20 displaces, the piston 20 is restrict | limited by the pin 23 guide | induced to the guide hole 20E, and the rotation is controlled.

And the sealing mechanism 22 provided between the piston 20 and the casing 11 is comprised as follows.

That is, the lubrication operation chamber (operation chamber) 24 in which the lubricating oil (second liquid) is incorporated is formed surrounded by the differential gear carrier 12 and the casing 11, and the lubrication operation chamber on the casing 11 side ( In the 24, the piston 20 is provided with the sliding parts 20A and 20B. In particular, the sliding part 20A is located in the proximal end diameter part 11A of the casing 11, and the sliding part 20B is located in the large diameter part 11B of the casing 11. Then, the stage portion of the outer wall surface of the piston 20 between the sliding portion 20A and the sliding portion 20B, and the inner wall surface of the casing 11 between the base end small diameter portion 11A and the large diameter portion 11B. Between the stage part of 11C, the pressurizing chamber 20D partitioned from the lubrication operating chamber 24, and the pressurizing operation oil was supplied is formed.

Since the lubricating oil contained in the lubricating operation chamber 24 and the operating oil contained in the pressurizing chamber 20D have different properties of oil, the operating oil in the pressurizing chamber 20D is mixed with lubricating oil or the lubricating operating chamber 24. It is necessary to prevent the operation oil from mixing in the lubricating oil in the inside. Thus, in order to ensure liquid tightness between the lubrication operation chamber 24 and the pressurization chamber 20D, the inner wall of the operation chamber 24 (that is, the casing 11) and the sliding parts 20A and 20B of the piston. The sealing mechanism 22 is remodeled between and, respectively.

The seal mechanism 22 is a seal for the lubrication operation chamber (second liquid seal) 22A and 22D provided in the lubrication operation chamber side (differential gear case 13 side, transmission mechanism A side), and the pressure chamber 20D. The pressure chamber seals (pressurized oil seals) 22B and 22C are provided on the side of the chamber, and the lubrication chamber seals 22A and 22D and the pressure chamber seals 22B and 22C have their sliding ranges mutually defined. It is isolated and excreted so as not to disturb.

That is, the distance between the seals 22A and 22D for the lubrication operation chamber and the seals 22B and 22C for the pressurization chamber is set to two or more times the stroke of the piston 20, and the respective seals 22A and 22B ( Even if 22C) 22D slides on the inner wall of the casing 11, it is comprised so that the oil scraped off from the inner wall may not invade in the other operation chamber.

In addition, each seal 22A, 22B, 22C, 22D fits the D-ring which is hard to deform | transform at the time of sliding to the annular groove formed in the piston 20, and the casing 11 is curved in the curved side of the D-ring. The inner wall surface 11C is brought into contact with each other, and rotation of the seal due to the stroke of the piston 20 can be prevented.

In the inner wall of the lubrication operation chamber (casing 11) corresponding to the position between the seals 22A and 22D for the lubrication operation chamber and the seals 22B and 22C for the pressurization chamber, grooves 25 are formed over the entire circumference. ) Is formed, and an external air communication path 26 is formed in the lower portion of the inner wall of the lubrication operation chamber (casing 11) from the groove 25 to the outside of the casing 11.

Moreover, the groove | channel 25 is between the sliding range of 22 A of lubrication operation chamber seals, and the sliding range of the pressure chamber seal 22B, and the sliding range of the lubrication operation chamber seal 22D, and the sliding of 22 C of pressure chamber seals. It is arrange | positioned in the position which does not interfere with each sliding range between ranges.

This keeps the oil scraped off by the seals 22A, 22B, 22C, and 22D in the grooves 25 to prevent oil interference between the lubrication operation chamber 24 and the pressurizing chamber 20D. When one seal is broken, it stays in the groove 25, discharges the leaked oil through the outside air passage 26 to the outside, detects the breakage of the seal, and lubricates the mixed oil. It is equipped in anticipation of not flowing back to the operation chamber 24 or the pressurization chamber 20D.

By the way, the clutch portion B1 of the multi-plate clutch mechanism B is formed in the differential gear case 13, but the left and right end portions 13A and 13B of the differential gear case 13 are formed when the clutch portion B1 is pressed. It is comprised as a support member.

That is, the clutch hub 8C of the multi-plate clutch mechanism B connected to the hollow shaft 7 is disposed in the center side of the clutch portion B1 because the clutch portion B1 is formed in the differential gear case 13, and the clutch hub 8C is disposed. ) And the clutch portion B1 are fitted between the ends 13A and 13B of the differential gear case 13.

When the clutch portion B1 is pressurized, the clutch hub 8C pressurized by the piston 20 and the supporting member for supporting the pressing force are necessary, but the differential pressure is applied by using the pressing force by the hollow shaft 7. End portions 13A and 13B of the gear case 13 have a function as a supporting member.

As a result, a space for equipping the support member is unnecessary, and the device can be miniaturized.

As described above, the multi-plate clutch mechanism B has its defect caused by the pulling operation of the hollow shaft 7, but the hollow shaft 7 is located outside the differential gear case 13 at the request of the assembly, so that the piston portion is closer to the piston part. It is comprised so that the member 7A and the clutch part side member 7B can be divided. And the piston part side member 7A and the clutch part side member 7B are connected by the coupling mechanism D at the time of assembly.

The coupling mechanism D is constituted as shown in FIGS. 1 and 5 to 10, and is formed to extend in the axial direction at the end portion of the clutch portion member 7B to be connected to the circumferential direction. The key protrusion 27 provided with the bulging part 27A is formed.

On the other hand, at the end to which the clutch part side member 7B is to be connected, the entrance groove 28 formed so that it may extend in the axial direction may allow the clutch part side member 7B to enter the axial direction of the key-shaped protrusion 27. Formed.

And the fitting part 28A which fits by rotation in the circumferential direction of the bulging part 27A in the key-shaped protrusion 27 is formed in the front-end | tip part of the entrance groove 28. As shown in FIG.

Moreover, the ring 29 in which the inner diameter was formed substantially equal to the outer diameter of 7 A of piston side members is provided, and the stopper 29A of the required size protrudes inward toward the inner periphery of the ring 29, The stopper 29A includes the entry groove 28 and the key projection 27 generated when the expansion portion 27A of the key shaped projection 27 fits with the fitting portion 28A of the entry groove 28. It is embedded in the clearance between and is comprised as a holding member which hold | maintains in the fitted state of the expansion part 27A of the key-shaped protrusion 27 and the fitting part 28A of the entrance groove 28. As shown in FIG.

The stopper 29A is formed so that the stopper 29A can be inserted into the retraction arc 27B formed on the side where the bulging portion 27A in the foundation portion of the key-shaped protrusion 27 is not formed in the piston-side member 7A. The axial depth of the evacuation groove 27B is made to coincide with the axial length of the stopper 29A.

In addition, the width of the entrance groove 28 in the piston side member 7A is the width of the stopper 29A in the ring 29 and the key shaped projection 27 in the piston side member 7A. The width is equal to the sum of the widths.

Moreover, with the required clearance from the connecting end of the piston side member 7A, the snap ring mounting groove 27C is formed over the entire circumference, and the ring 29 is driven toward the clutch side member 7B, and the stopper ( When 29A) is buried in the clearance between the entry groove 28 and the key projection 27, the piston ring side member of the stopper 29A is provided by attaching the snap ring 30 to the snap ring mounting groove 27C. It is supposed to take evacuation toward (7A).

With such a configuration, the connection between the piston portion member 7A and the color tooth portion member 7B in the hollow shaft 7 is performed as follows.

First, as shown in FIG. 7, the ring 29 is mounted on the piston-side member 7A, and the stopper 29A enters the evacuation groove 27B to completely evacuate it. As a result, the tip portion of the stopper 29A coincides with the tip edge of the connecting end portion of the piston portion 7A.

Subsequently, as shown in FIG. 8, when the key-shaped protrusion 27 of the piston-side member 7A enters the entry groove 28 of the clutch-side member 7B, and fully enters, the piston side The member 7A and the clutch part side member 7B are rotated relatively, and as shown in FIG. 9, the expanded portion 27A of the key-shaped protrusion 27 is fitted with the fitting portion 28A of the entry groove 28. Fit in

As a result, a margin occurs between the entry grooves 28 and the back of the expanded portion 27A. In order to enter the stopper 29A in this clearance, as shown in FIG. 10, the ring 29 is moved to the clutch part side member 7B, and the stopper 29A is embedded in the clearance.

In addition, although the snap ring 30 is inserted into the snap ring mounting groove 27C, at this time, since the rear end of the stopper 29A is immediately before the snap ring mounting groove 27C, the snap ring 30 can be easily inserted. Is done.

Since the stopper 29A is retracted to the piston-side member 7A by the snap ring 30, the stopper 29A is provided with the bulging part 27A of the key-shaped protrusion 27 and the entry groove 28. It becomes a holding member which maintains the fitting state of the fitting part 28A of the.

That is, since the entrance groove 28 is filled by the key protrusion 27 and the stopper 29A, and this state is held by the snap ring 30, the piston part member 7A and the clutch part member 7B. The rotational force is transmitted between the key protrusions 27 and the stopper 29A between the pistons, and the transmission of the driving force in the axial direction between the piston portion member 7A and the clutch portion member 7B is a key. This is performed by engaging the expanded portion 27A of the shaped projection 27 and the fitting portion 28A of the entry groove 28.

In this manner, the coupling mechanism D can transmit the rotational force and the axial force at the same time.

The key projection 27, the bulging portion 27A, the entry groove 28 and the fitting portion 28A are formed from a set of planes as shown in Figs. It may be formed in a gentle curved shape as shown in the figure. In this case, the fitting between the expanded portion 27A and the fitting portion 28A is guided in a curved shape and smoothly performed.

The coupling mechanism D assembled in this manner is built in the bearing portion of the differential gear case 13, but as shown in FIG. 1, the hollow shaft 7 as the driving force transmission assistance member and the piston driving force transmission member. The portion of the coupling mechanism D is in contact with the bearing portion of the differential gear case 13 via the bush 35, and the outer circumferential surface of the coupling mechanism D is not in direct contact with the bearing portion.

By the way, although the outline was demonstrated previously about the transmission mechanism A, the planetary gear mechanism is demonstrated in detail below.

In other words, in the present mechanism, the first sun gear 4A and the second sun gear 4B are screwed to the first planetary gear 5A and the second planetary gear 5B formed integrally. The displacement force by the piston 20 acts in the axial direction through the hollow shaft 7 in the gear 4B.

Accordingly, the first planetary gear 5A, the second planetary gear 5B, the first sun gear 4A and the second sun gear 4B need to be supported from both biaxial directions. The carrier 6 is supported by the two-part planetary gear carriers 6 and 61 and 62 via the bearing 30.

The two split planetary gear carriers 6 and 61 and 62 are fixed to each other by bolts 31. In addition, the pinion shaft mounting holes 61A and 62A are formed in the planetary gear carriers 6 and 61 and 62 so as to sandwich both ends of the pinion shaft 6A.

Further, in order to fix the pinion shaft 6A and the planetary gear carriers 6, 61 and 62, a stopper ring 32 having a desired thickness in contact with the outer surface of the planetary gear carrier 62 is provided. This stopper ring 32 has a planar shape as shown in FIG.

Then, at the distal end of the pinion shaft 6A, a fitting groove 33 is formed, and the pinion shaft is moved outward from the planetary gear carrier 61 via the pinion shaft mounting holes 61A and 62A. In the state where the distal end of 6A protrudes, the required portion of the stopper ring 32 can be fitted.

In the stopper ring 32, the pinion shaft entry portion 32A allowing the axial movement of the pinion shaft 6A and the axial movement of the pinion shaft 6A are fitted to the fitting groove 33. The pinion shaft locking portion 32B to be hooked up is disposed. That is, the pinion shaft retractable part 32A in the stopper ring 32 is comprised by the concave shape which cut out the inner periphery of the stopper ring 32, and the parts other than the pinion shaft retractable part 32A are the pinion shafts. The insertion of (6A) is not allowed.

On the other hand, the fitting groove 33 in the pinion shaft 6A opens radially outward of the tip end portion of the pinion shaft 6A, and has a depth about 1/3 of the diameter in the pinion shaft 6A. Formed.

The pinion shaft engaging portion 32B of the stopper ring 32 has the diameter of the inner circumference of the stopper ring 32 slightly larger than the bottom of the fitting groove 33 in the pinion shaft 6A. Thus, the inner circumferential portion of the stopper ring 32 is fitted with the fitting groove 33 to hold the pinion shaft 6A in the axial direction.

Further, a bolt mounting hole 32C is formed as a bolt mounting portion that allows the bolt 31 to be mounted on the planetary gear carrier 6A in a fitted state between the stopper ring 32 and the fitting groove 33.

When the stopper ring 32 is rotated while being fitted with the fitting groove 33, the bolt mounting hole 62B formed in the planetary gear carriers 6, 61, 62 through the bolt mounting hole 32C. It is possible to look inside, and in this state, the bolt 31 is attached.

With this configuration, the pinion shaft 6A fixing operation is performed as follows.

First, the pinion shaft 6A is fitted from the shaft end side of the output shafts 2 and 3 through the pinion shaft mounting holes 61A and 62A. At this time, the stopper ring 32 is abutted on the outer surface of the planetary gear carrier 62, and the pinion shaft fitting portion 32A is matched with the pinion shaft mounting holes 61A and 62A.

The pinion shaft 6A is fitted through the pinion shaft mounting holes 61A and 62A and the pinion shaft retractable portion 32A, and the tip end thereof protrudes from the outer surface of the planetary gear carrier 62. In the state, the pinion shaft 6A is rotated so as to face the fitting groove 33 of the pinion shaft 6A outward in the radial direction.

Thereafter, the stopper ring 32 is rotated and adjusted so that the bolt mounting hole 62B of the planetary gear carrier 62 can be seen from the bolt mounting hole 32C.

As a result, the pinion shaft engaging portion 32B constituted by the inner circumferential portion of the stopper ring 32 automatically fits into the fitting groove 33 of the pinion shaft 6A, and the pinion shaft 6A is in the axial direction thereof. It takes a while.

Then, by tightening the bolt 31 through the bolt mounting hole 62B, the planetary gear carriers 6 and 61 and 62 are tightened to fix the pinion shaft 6A.

Moreover, the bolt 31 is formed so that the upper end of a head may protrude from the outer surface of the stopper ring 32 at the time of its attachment, and even if the stopper ring 32 tries to rotate, the head of the bolt 31 is a stopper. By hanging the edge around the bolt mounting hole 32C of the ring 32, the rotation is prohibited.

In this way, matching at the time of engagement of the two-split planetary gear carriers 6 and 61 and 62 and matching for mounting the pinion shaft 6A are performed easily at the same time, without fixing the pinion shafts 6A. The work is completed with a small number of steps, only the stopper ring 32 is mounted.

By the way, the lubrication mechanism of the pinion shaft 6A, the 1st planetary gear 5A, and the 2nd planetary gear 5B is comprised as follows.

That is, as shown in FIG. 3, the oil sump 41 is formed in the planetary gear 62 which abuts on the upper end portion when the vehicle is mounted, and each pinion is formed from the oil sump 41. An oil supply hole 42 communicating with the shaft mounting hole 62A is formed.

The pinion shaft 6A is provided with a pinion shaft side oil supply hole 6B extending in the axial direction at the shaft center portion thereof, and communicates with the outer circumference of the pinion shaft 6A from the pinion shaft side oil supply hole 6B. An oil extraction furnace 6C is formed.

The pinion shaft side oil supply hole 6B communicates with the outer periphery at the end of the pinion shaft 6A, and the oil supply hole 42 of the inner periphery of the mounting hole 62A in this communication port and the planetary carrier 62. Of the openings are aligned to communicate with each other via the pinion shaft side oil supply hole 6B and the oil supply hole 42 via the end portion of the pinion shaft 6A and the mounting hole 62A.

With this structure, the operation of the apparatus is performed, and the first planetary gear 5A and the second planetary gear 5B rotate about the output shafts 2 and 3, thereby lubricating oil in the casing 11. Is scraped up.

As a result, the lubricating oil raised on the scraping remains on the oil sump 41 at the upper end of the planetary gear carrier 62 in a dropwise manner. In this way, the lubricating oil which stayed in the oil sump 41 is supplied to the mounting hole 62A of each pinion shaft 6A through the oil supply hole 42 by the action of gravity.

The supplied lubricating oil enters the pinion shaft side oil supply hole 6B of the pinion shaft 6A shaft portion, and the planetary gears 5A and 5B on the outer periphery of the pinion shaft 6A through the oil extraction path 6C. Is derived from the pivot support.

As a result, lubrication with good efficiency can be performed without installing a new pressurizing mechanism, and lubricating oil supply by gravity can be realized by utilizing the feature that the planetary gear carriers 6 and 61 are fixedly mounted.

By the way, although the 1st planetary gear 5A and the 2nd planetary gear 5B in the transmission mechanism A are formed as the same tooth number and integral pinion 5 as mentioned above, these 1st and 2nd planetary The gears 5A and 5B generally form another number of teeth as already described with reference to FIG.

However, in the case of forming a tooth with a different number of teeth as described above, a production margin for tooth cutting is required between the first planetary gear 5A and the second planetary gear 5B.

Therefore, the transmission mechanism A is enlarged in the width direction and cannot satisfy the condition for the apparatus to be equipped in the limited small space, and the apparatus cannot be mounted on the actual vehicle of the apparatus.

Thus, in the present embodiment, the first planetary gear 5A and the second planetary gear 5B are integrally formed at the same number of teeth and screwed to the first sun gear 4A and the second sun gear ( The number of teeth of 4B) is made different by electric potential.

This eliminates the need for manufacturing space between the first planetary gear 5A and the second planetary gear 5B, allows the width to be reduced, and reduces the transmission mechanism A in the width direction. I enable the equipment to.

2 and 4, reference numeral 11a denotes a level plug, 11b a magnet plug, 11c an air bleeder, and 11d an hydraulic supply port.

Since the hydraulic circuit structure of the vehicle left and right drive force adjusting device as one embodiment of the present invention is configured as described above, the operation of the hydraulic circuit structure together with the overall operation of the vehicle left and right drive force adjusting device is as follows.

First, in the case where it is desired to transmit a large amount of drive torque of the input shaft 1 by the first output shaft 2, the required fluid pressure is applied to the multi-plate clutch mechanism B on the side of the second output shaft 3 according to the distribution ratio. Supply.

As a result, the multi-plate clutch mechanism B on the side of the second output shaft 3 is brought into a usable engagement state, and torque is transmitted from the clutch plate 8A accelerated by the transmission mechanism A to the clutch plate 8B at a normal rotational speed. The required amount of the drive torque input to the second output shaft 3 is carried to the input shaft 1, and thus transmitted to the first output shaft 2.

Therefore, the drive torque transmitted to the first output shaft 2 is larger than the drive torque transmitted to the second output shaft 3, and the target torque distribution is realized.

On the other hand, when the torque distribution to the second output shaft 3 is made larger than the drive torque transmitted to the first output shaft 2, the fluid useful for the multi-plate clutch mechanism B on the side of the first output shaft 2 is reversed. Supply pressure.

Thereby, torque distribution in the state with many distribution ratios to the 2nd output shaft 3 is implement | achieved similarly to the above.

Moreover, the magnitude of the distribution ratio is adjusted by the magnitude of the fluid pressure supplied to the multi-plate clutch mechanism B, and the amount of torque conveyed is adjusted by adjusting the coupling degree of the multi-plate clutch mechanism B by controlling the displacement amount of the piston 20. Is done.

According to this mechanism, the torque distribution is adjusted by transmitting the required amount of one torque to the other rather than adjusting the torque distribution using energy trimming such as brake, so that almost no torque loss or energy loss is caused. Desired torque distribution can be obtained.

In addition, when the piston 20 is driven, the operating oil is supplied to only one of the two hydraulic paths connected to the left and right pressurized operation chambers 20D and 20D by the switching valve 76 (or 110). Therefore, the possibility that the fluid pressure is simultaneously supplied to the left and right multi-plate clutch mechanism B is eliminated.

That is, the operating oil pressurized by the electric pump 70 is led to the proportional valve 74 through the check valve 71, the pressure switch 72 and the accumulator 73, in the proportional valve 74, the controller ( Through 81, the operating oil is adjusted to the required hydraulic pressure and sent to the switching valve 76 (110). The operation oil then displaces the piston 20 from one of the two hydraulic paths connected from the switching valve 76 (110) to the left and right pressurized operation chambers 20D and 20D.

In the case where the proportional valve 74 is broken, it can be detected by the hydraulic sensor 75, thereby stopping the supply of the operating oil to the hydraulic circuit by regulating the output of the electric pump 70. This prevents unnecessary locking of the multi-plate clutch B.

Similarly, when the switching valve 76 (110) is broken, it can be detected by the pressure switch 78R or the pressure switch 78C, and the controller 81 regulates the output of the proportional valve 74. To stop the supply of the operating oil from the switching valve 76 (110) to the multi-plate clutch mechanism B, thereby preventing the switching valve 76 (110) from malfunctioning. The inconvenience that only one of the one multi-plate clutch mechanism B is locked does not occur.

In particular, when the switching mode 110 of the three modes is broken, the supply of driving power to the switching valve 110 is cut off so that the switching valve 110 does not supply hydraulic pressure to either of the left and right multi-plate clutch mechanisms B. The hydraulic cut-off mode is prevented, and the inconvenience that the left and right multi-plate clutch mechanism B locks does not occur.

In addition, when the electric pump 70 is faulty (including lack of output), the torque distribution state is undesirably controlled by controlling the proportional valve 74 accordingly or stopping the electric pump 70 accordingly. Can be avoided. In addition, when the electric pump 70 is faulty (over-operating), it can be detected by the pressure switch 72, and the control valve 81 controls the proportional valve 74, and the excess operation oil is carried out. Return to the oil reservoir tank (77). Therefore, since the operation oil supplied by the electric pump 70 is not supplied to the switching valve 76, unnecessary lock of the multi-plate clutch mechanism B and the failure of the switching valve 76 can be prevented.

In addition, since a part of the hydraulic circuit is immersed in the oil tank 82, an A / T type valve body with a slight oil leakage can be applied to the hydraulic circuit. It is possible to reduce the size and weight.

By the way, the clutch part B1 in the multi-plate clutch mechanism B is operated by driving the piston part B2 disposed outside the differential gear case 13 to pressurize the clutch part B1 disposed in the differential gear case 13. In this way, by forming the clutch portion B1 in the differential gear case 13, the vehicle left and right driving force adjusting device is downsized in the width direction.

In addition, by forming the piston portion B2 outside the differential gear case 13, the outer diameter of the piston 20 can be set without being limited to the outer diameter of the differential gear case 13, and the effective pressure area of the piston 20 can be set. It can be greatly secured.

As a result, the coupling force necessary for the clutch portion B1 can be obtained by a small stroke of the piston 20, thereby miniaturizing the width direction of the vehicle left and right driving force adjusting device.

Moreover, at the time of pressurization of the clutch part B1, 8 C of clutch hub parts are pulled by the piston 20 based on the hollow shaft 7, and are pressed by the clutch plate 8A and the clutch plate 8B. All. At this time, the pressing is carried out by the clutch plate 8B being supported by the end portions 13A and 13B of the differential gear case 13, the differential gear case 13 being a supporting portion, and the multi-plate clutch B being engaged. .

In other words, in the multi-plate clutch mechanism B, a reaction force member (support member) for supporting the pressing force is required, but the hollow shaft 7 is constituted as a pulling member when the multi-plate clutch mechanism B is engaged, so that the differential gear The case 13 can be used as a supporting member.

Therefore, since the differential gear case 13 can be used as the support member, it is not necessary to install the support member again, and the vehicle left and right driving force adjusting device is downsized in the width direction.

By the way, in order to engage the above-mentioned multi-plate clutch mechanism B, the drive of the piston 20 is performed, but the regulating mechanism C of the piston 20 is provided, and the pin 23 is guided by the guide hole 20E at the time of stroke. At the same time, rotation of the piston 20 is regulated.

That is, since the piston 20 is equipped with the main shaft 7 via the bearing 21, at the time of rotation driving of the hollow shaft 7, the piston 20 is caused by friction in the bearing 21. ) Is subjected to rotational force, and when there is no rotation restriction by the pin 23 and the guide hole 20E, the piston 20 rotates and the sealing mechanism 22 of the piston 20 is consumed for a short period of time. It becomes easy to do this, and it is difficult to realize the mechanism of this embodiment. However, since the rotation of the piston 20 is regulated by the regulating mechanism C, the performance of the sealing mechanism 22 is secured over a long period of time.

In addition, the clutch portion B1 and the piston portion B2 of the multi-plate clutch mechanism B are connected by the hollow shaft 7, whereby the clutch portion B1 is provided in the differential gear case 13, and the piston portion B2 is provided in the differential gear case. It is possible to equip outside (13).

And the equipment of the clutch B1 is performed by attaching it to the carrier 12 in the state which was previously incorporated in the differential gear case 13, and the equipment of the piston part B2 was also incorporated in the casing 11 of the transmission mechanism A beforehand. Is done.

Therefore, the hollow shaft 7 connecting the clutch portion B1 and the piston portion B2 needs to be configured to be divided into the differential gear case 13 side and the transmission mechanism A side, and in this embodiment, the piston portion side member 7A. ) And the clutch portion side member 7B, and are connected by the coupling mechanism D.

Thereby, while equipping the clutch B1 in the differential gear case 13, the piston part B2 can be equipped to the transmission mechanism A side, and the mechanism of this embodiment can be assembled.

And the connection of the clutch part side member 7B of the piston part side member 7A of the hollow shaft 7 by the connection mechanism D is performed easily as mentioned above with description of the structure of the connection mechanism D, and the transmission mechanism A From this, the rotational force is transmitted and the driving force transmission in the axial direction of the piston portion B2 in the multi-plate clutch mechanism B is reliably performed by the characteristics of the coupling mechanism D.

In addition, since the planetary gear carriers 6 and 61 and 62 of the transmission mechanism A act in the axial direction on the second sun gear 4B, the planetary gear carriers 6 and 61 need to be configured in a two-divided manner. In the example, the planetary gear carrier 61 and the planetary gear carrier 62 are easily performed using the stopper ring 32 in the above-described order, and the transmission mechanism A is assembled with good workability.

The lubrication between the first planetary gear 5A, the second planetary gear 5B, and the pinion shaft 6A in the transmission mechanism A is carried out as described above, and the oil pump 41, oil supply means 42, The pinion shaft side oil supply hole 68 and the oil extraction path 6C are connected without any trouble.

Moreover, these lubrication mechanisms do not require the equipment of a new pressurization mechanism, and the size of the mechanism of this embodiment is demonstrated.

By the way, the sealing mechanism 22 in the piston part B2 operates as follows.

That is, since the seals 22A and 22D for the lubrication operation chamber and the pressurization chamber seals 22B and 22C are isolated and disposed so as not to interfere with each other, the differential as a lubrication type 24 having a built-in amount of lubricating oil is required. The pressurization chamber 20D partitioned by the gear carrier 12, the casing 11 and the piston 20, and to which the pressurized operation oil is supplied, ensures liquid tightness.

Accordingly, the piston 20 may form an oil film on the inner wall by sliding, and scrape off the oil film, whereby lubricating oil may mix with the pressurized operating oil. 22C does not scrape the oil film on the inner wall of the lubrication operation chamber 24. In addition, since the lubrication operation chamber vessels 22B and 22D do not scrape the pressure operation oil in the pressure chamber 20D, the operation in each operation chamber is performed satisfactorily.

That is, in the lubrication operation chamber 24, in order to produce a thick oil film, a relatively high degree of oil (hypoid gear oil, etc.) is incorporated as lubricating oil, and the operation response of the piston 20 is provided in the pressure chamber 20D. In order to improve the performance, relatively low viscosity ATF (operating oil for automatic transmission) or power steering oil is used. Therefore, when mutual mixing of these oils occurs, there is a possibility that baking may occur in the lubrication chamber 24 and the operation responsiveness of the piston 20 may deteriorate in the pressure chamber 20D. By one operation, these inconveniences are avoided, and the mechanism of this embodiment is operated stably over a long period of time.

In the sealing mechanism 22, the inner wall of the lubrication operating chamber 24 corresponding to the position between the lubrication operating chamber seals 22A and 22D and the pressurizing chamber seals 22B and 22C has a total circumference. Since the groove 25 is formed and the external communication path 26 reaching the groove 25 formed below the inner wall of the lubrication operation chamber 24 is formed, the lubrication operation chamber 24 is the pressurized chamber 20D. Since the lubricating oil or pressurized operating oil leaked from) stays in the groove 25 over the entire circumference of the inner wall and does not penetrate into the lubricating operating chamber 24 and the pressurizing chamber 20D, the operation in each operating chamber is prevented. It is done well.

In addition, when the sealing mechanism 22 is broken, the broken oil leaks through the outside air passage 26, and the situation is immediately found.

In addition, in the hydraulic circuit structure (refer to FIG. 1) of the above-mentioned embodiment or the hydraulic circuit structure (refer to FIG. 12-FIG. 14) of the modified example, the 2 mode switching valve 76 and the 3 mode switching valve 110 are shown. The structure of is not limited to the structure shown. That is, about the mode switching valve 76, the opening mode which supplies the required hydraulic pressure from the hydraulic pressure adjusting part 74 to one of the left and right pressure chambers (hydraulic input part) 20D, and the left and right pressure type (hydraulic input part) ( The switching valve may be any one of the opening modes of the opening mode supplied to the other side of 20D .. For the three mode switching valve 110, the required hydraulic pressure from the proportional valve (hydraulic adjustment unit) 74 Opening mode supplied to one side of the pressurizing chamber (hydraulic input section) 20D and opening mode supplied to the other side of the left and right pressurizing chamber (hydraulic input section) 20D and not supplied to any pressurizing chamber (hydraulic input section) 20D. The switching valve which takes one of three modes of a closed mode may be sufficient.

In addition, the switching valve of the present invention is not limited to the two-mode switching valve 76 or the three-mode switching valve 110 in this manner, and at least one of the left and right pressure chambers (hydraulic input unit) 20D is provided with hydraulic pressure. What is necessary is just a structure which can be supplied and it does not supply hydraulic pressure to both pressurizing chamber 20D simultaneously.

In order to operate the hydraulic circuit more appropriately, as described above, the switching valves 76 and 110 are based on the hydraulic pressures detected by the pressure switches 72 and 78R and 78L as the hydraulic pressure detecting means. It is preferable to control the proportional valve 74. By omitting or omitting both of the pressure switches 72 and 78R and 78L, it is also possible to omit the low cost of the hydraulic circuit due to low water consumption.

Incidentally, the switching valves 76 and 110 are not limited to the above-described structure, i.e., the structure capable of avoiding simultaneous hydraulic pressure supply from the two pressurizing chambers 20D from the structure), but only the pressure switch 72 (78R). Based on the hydraulic pressure detected by the 78L), it is possible to avoid undesirable supply of the operating oil only by configuring the switching valves 76 and 110 and the proportional valve 74 to be removed. .

In this case, the case where only one of the pressure switches 72 and 78R and 78L is equipped can also be omitted. In particular, when the switching valves 76 and 110 and the proportional valve 74 are configured to be controlled based on the hydraulic pressure detected by the pressure switches 78R and 78L, for example, the left and right sides which cause the wheel interlock phenomenon may be caused. It is possible to avoid simultaneous engagement or simultaneous engagement of the hydraulic chamber torque cutting mechanism from the control point.

Incidentally, the various hydraulic circuit structures described above are not limited to the right and left driving force adjusting device for vehicles having the configuration shown in Figs. 11 and 15, as shown in Figs. 16 to 23 below. The same can be applied to various vehicle right and left driving force adjusting devices.

Here, these various vehicle left and right driving force adjusting devices will be described.

For example, in the vehicle left and right driving force adjusting device shown in FIG. 16, the transmission mechanism 120 of the driving force transmission control mechanism 109A is different from that of the embodiment, and the first sun gear 120A is the second sun gear 120E. Since the rotation speed of the second sun gear 120E is smaller than that of the first sun gear 120A, the transmission mechanism 120 acts as a reduction mechanism.

Therefore, during normal driving, when the rotation speed of the clutch plate 112A becomes smaller than the clutch plate 112B, and the multi-plate clutch mechanism 112 on the right side is engaged, the positive torque corresponding to this engagement state is It is supplied from the input shaft 1 side to the right wheel rotation shaft 3 side.

On the other hand, the transmission mechanism 120 provided in the left wheel rotation shaft 2 and the multi-plate clutch mechanism 112 as a transmission capacity variable control torque transmitter are similarly comprised, and the drive torque from the input shaft 1 is the wheel rotation shaft 2 In the case where it is desired to distribute a lot by using, the multi-plate clutch mechanism 112 on the left-hand wheel axis 2 is appropriately engaged according to the degree (distribution ratio) to be distributed, and it is desired to be distributed by the right-wheeled front shaft 3. In this case, the multi-plate clutch mechanism 112 on the right-wheel rotation shaft 3 side is properly engaged in accordance with the distribution ratio.

At this time, similarly to the apparatus of the embodiment shown in FIG. 15, since the multi-plate clutch mechanism 112 is hydraulically driven, the engagement state of the multi-plate clutch mechanism 112 can be controlled by adjusting the size of the hydraulic pressure, and the input shaft ( Appropriate precision can be adjusted by supplying the driving force (in other words, the right and left distribution ratio of the driving force) from 1) to the left-wheel rotating shaft 2 or the right-wheel rotating shaft 3.

In addition, similarly to the apparatus of the embodiment, the left and right multi-plate clutch mechanisms 112 are set so that they do not fully engage at the same time. That is, when one of the left and right multi-plate clutch mechanisms 112 is completely engaged, the other multi-plate clutch mechanism 112 is configured to generate at least slip.

The hydraulic circuit structure (see FIGS. 1, 12, 13, and 14) is formed to drive the multi-plate clutch mechanism 112.

In addition, the code | symbol 111 is corresponded to the code | symbol 7 in an Example, and has shown the hollow shaft.

In the vehicle left and right drive force adjusting device shown in FIG. 17, the transmission mechanism 131 and the multi-plate clutch mechanism 142 of the driving force transmission control mechanism 109C are different from those described above. Here, too, the apparatus on the right side will be described. Reference numeral 108 also denotes a differential mechanism (rear differential gear).

The transmission mechanism 131 is provided at the left and right sides of the differential gear case 108A on the input shaft 1 side, respectively, and consists of two sets of planetary gear mechanisms in series, and the first sun gear 13A and the second sun gear. 131E, the first planetary gear 131B, the second planetary gear 131D, the pinion shaft 131C, and the planetary gear carrier 131F, and the flat portion of the first sun gear 131A is a driving force transmission aid. It is a member 141.

A multi-plate clutch mechanism 142 is provided between the drive force transmission assistance member 141 and the right wheel rotation shaft 3 as a transmission capacity variable control torque transmission mechanism. The multi-plate clutch mechanism 142 is formed by alternately stacking the clutch plate 142A on the rotating shaft 3 side and the clutch plate 142B on the driving force transmission assistance member 141 alternately, and supplying it from a hydraulic system (not shown). According to the hydraulic pressure, the engagement state is adjusted.

For this reason, when the multi-plate clutch mechanism 142 is engaged, the multi-plate clutch mechanism 142, the first sun gear 131A, the first planetary gear 131B, the first planetary gear 131D, Through the second sun gear 131E, a transmission path for driving force to the differential gear case 108A on the input shaft 1 side is formed.

Here, since the first sun gear 131A is formed to have a diameter larger than that of the second sun gear 131E, the rotation speed of the second sun gear 131E is larger than that of the first sun gear 131A. Reference numeral 131 serves to reduce the driving force transmission assistance member 141 as a deceleration mechanism for decelerating the input shaft 1.

Therefore, when the rotation speed of the clutch plate 142A is larger than the clutch plate 142B, and the multi-plate clutch mechanism 142 is engaged, the positive torque according to this engagement state is input shaft from the right-wheel rotation shaft 3 side. It is supposed to be fed back to (1).

On the other hand, when the transmission mechanism 131 and the multi-plate clutch mechanism 142 provided in the left wheel rotation shaft 2 are similarly configured, and the drive fork from the input shaft 1 is to be distributed by the left wheel rotation shaft 2 a lot. In the case where the multi-plate clutch mechanism 142 on the right wheel rotation shaft 3 is properly engaged according to the degree (distribution ratio) desired to be distributed, and it is desired to distribute a lot by the right wheel rotation shaft 3, according to the distribution ratio. The multi-plate clutch mechanism 142 on the left wheel rotation shaft 2 is properly engaged.

At this time, the multi-plate clutch mechanism 142 is hydraulically driven, thereby controlling the engagement of the multi-plate clutch mechanism 142 by adjusting the size of the hydraulic pressure, and from the input shaft 1 to the left wheel rotary shaft 2 or the right wheel rotary shaft ( 3) It is possible to adjust the amount of supply of the driving force (in other words, the right and left distribution ratio of the driving force) to an appropriate precision.

In addition, the left and right multi-plate clutch mechanisms 142 are set such that they do not fully engage at the same time. That is, when one of the left and right multi-plate clutch mechanisms 142 is completely engaged, the other multi-plate clutch mechanism 142 generates at least slip.

In order to drive the multi-plate clutch mechanism 142, the above-described hydraulic circuit structure (see FIGS. 1, 12, 13, and 14) is formed.

In addition, in the vehicle left and right driving force adjustment device shown in FIG. 18, the transmission mechanism 132 and the multi-plate clutch mechanism 142 are disposed on the driving force transmission control mechanism 109D in almost the same way as the apparatus (see FIG. 17). However, here, the first sun gear 132A is formed to have a diameter smaller than that of the second sun gear 132E. For this reason, the rotation speed of the second sun gear 132E is lower than that of the first sun gear 132A, and the transmission mechanism 132 is a speed increase mechanism for increasing the driving force transmission assistance member 141 more than the input shaft 1 side. It is supposed to work.

Therefore, when the rotation speed of the clutch plate 142A is smaller than that of the clutch plate 142B, and the multi-plate clutch mechanism 142 is engaged, the positive torque is rotated from the input shaft 1 to the right-wheel rotation shaft according to this engagement state. It is supposed to be fed to (3).

On the other hand, the transmission mechanism 132 and the multi-plate clutch mechanism 142 which are provided in the left wheel rotation shaft 2 are also comprised similarly, and when the drive torque from the input shaft 1 wants to distribute a lot by the left wheel rotation shaft 2, In the case where the multi-plate clutch mechanism 142 on the left wheel rotation shaft 2 is properly engaged according to the degree (distribution ratio) to be distributed, and it is desired to distribute a lot by the right wheel rotation shaft 3, according to the distribution ratio The multi-plate clutch mechanism 142 on the right wheel rotary shaft 3 side is appropriately written down.

In addition, since the multi-plate clutch mechanism 142 is a hydraulic sphere type, the engagement state of the multi-plate clutch mechanism 142 can be controlled by adjusting the size of the hydraulic pressure, and the left-wheel rotary shaft 2 or the right-wheel rotary shaft 3 can be controlled from the input shaft 1. The amount of supply of the driving force (in other words, the left and right distribution ratio of the driving force) can be adjusted with appropriate precision.

In addition, the left and right multi-plate clutch mechanisms 142 are set such that they do not fully engage at the same time. That is, when one of the left and right multi-plate clutch mechanisms 142 is completely engaged, the other multi-plate clutch mechanism 142 generates at least slip.

In order to drive the multi-plate clutch mechanism 142, a hydraulic circuit structure (see Figs. 12, 13, and 14) is formed in detail.

In the vehicle left and right driving force adjusting device shown in FIG. 19, in the driving force transmission control mechanism 109E, an axis (counter shaft) 151 is provided in parallel with the rotation shafts 2 and 3, and this shaft is provided. 151 is provided with the medium diameter gear 152, the large diameter gear 153, and the small diameter gear 154, The one rotating shaft 2 has a medium diameter gear which meshes with the medium diameter gear 152. 159 is provided, and the other rotating shaft 3 has a small diameter gear 155 meshed with a large diameter gear 153 and a large diameter gear 156 meshed with a small diameter gear 154. ) Is excreted. The combination of these gears 159, 152, 153, and 155 constitutes a speed increase mechanism as a transmission gear, and a combination of gears 159, 152, 154, and 156. This constitutes a deceleration mechanism as a transmission mechanism.

Then, between the rotary shaft 3 and the small diameter gear 155 and between the rotary shaft 3 and the large diameter gear 156, the hydraulic multi-plate clutches 157 and 158 as torque transmission mechanisms having variable transmission capacity, respectively. ) Has been refurbished. In addition, the multi-plate clutches 157 and 158 may be disposed on the shaft 151.

As a result, the shaft 151 rotates at the same speed as the rotation shaft 2, but the small-diameter gear 155 of the rotation shaft 3 rotates at a higher speed than those of the shaft 151 and the rotation shaft 2. In normal driving, in which the differential does not occur very much in the wheel, the wheel rotates at a higher speed than the rotation shaft 3. The large-diameter gear 156 of the rotating shaft 3 rotates at a lower speed than those of the shaft 151 and the rotating shaft 2, and is rotated more than the rotating shaft 3 at the time of normal driving in which a differential is not generated in the left and right wheels. Rotate at low speed.

Therefore, when the multi-plate clutch 157 is engaged, the torque is transmitted from the gear 155 having a smaller diameter than the rotation shaft 3 to the rotation shaft 3, and the torque toward the rotation shaft 2 decreases by that amount.

In addition, when the multi-plate clutch 158 is engaged, torque is transferred from the rotation shaft 3 side to the gear 156 with a larger diameter lower than the rotation shaft 3, and the torque toward the rotation shaft 2 increases by that amount.

Since the multi-plate clutch mechanisms 157 and 158 are hydraulically driven, the engagement state of the multi-plate clutch mechanisms 157 and 158 can be controlled by adjusting the size of the hydraulic pressure, and the left-wheel rotary shaft from the input shaft 1 can be controlled. (2) Or, the feeding amount of the driving force to the right wheel rotating shaft 3 (in other words, the left and right double-sided separation of the driving force) can be adjusted with appropriate precision.

In addition, the two multi-plate clutch mechanisms 157 and 158 are set such that they do not fully engage at the same time. In other words, when one of the two multi-plate clutch mechanisms 157, 158 is completely engaged, the other side at least slips.

In order to drive the multi-plate clutch mechanisms 157 and 158, the above-described hydraulic circuit structures (see FIGS. 1, 12, 13, and 14) are formed.

In addition, in the example shown in FIG. 20, the input shaft 1 which inputs rotation driving force and the left-wheel rotation shaft 2 which outputs the driving force input from the input shaft 1 similarly to the apparatus of an Example (refer FIG. 15). And a right wheel rotating shaft 3, and a vehicle left and right driving force adjusting device is installed between these rotating shafts 2 and 3 and the input shaft 1.

The driving force transmission control mechanism 109F of the vehicle left and right driving force adjustment device allows the left wheel rotation shaft 2 and the right wheel rotation while allowing the left wheel rotation shaft 2 and the right wheel rotation shaft 3 to be differentially configured as follows. The driving force transmitted to the rotating shaft 3 can be distributed at a required rate.

That is, the transmission mechanism 160 and the multi-plate clutch mechanism 112 are remodeled between the left wheel rotary shaft 2 and the input shaft 1 and between the right wheel rotary shaft 3 and the input shaft 1, respectively. The rotation speed of the rotation shaft 2 or the right wheel rotation shaft 3 is decelerated by the transmission mechanism 160 so as to be output to the hollow shaft 111 as an output portion (driving force transmission assistance member) of the transmission mechanism.

The multi-plate clutch mechanism 112 is mounted between the hollow shaft 111 and the differential gear case 108A on the input shaft 1 side, and the multi-plate clutch mechanism 112 is engaged to engage the high-speed differential gear. The driving force is supplied from the casing 108A to the hollow shaft 111 on the low speed side. This is a general characteristic of the clutch plates that are disposed to face each other because the transmission of torque is directed from the faster side to the slower side.

Therefore, for example, when the multi-plate clutch mechanism 112 between the right wheel rotation shaft 3 and the input shaft 1 is engaged, the driving force distributed to the right wheel rotation shaft 3 is via the multi-plate clutch mechanism 112. The driving force distributed in the direct route from the input shaft 1 side and distributed to the left wheel rotating shaft 2 increases by that amount.

The transmission mechanism 160 is composed of one planetary gear mechanism, and the transmission mechanism 160 provided on the right wheel rotating shaft 3 will be described as follows.

That is, the sun gear 160A is fixed to the right-wheel rotating shaft 3, and this sun gear 160A meshes with the planetary gear (planetary pinion) 160B in the outer periphery.

And the pinion shaft 160C which pivots the planetary gear 160B is axially supported by the hollow shaft 111, and the hollow shaft 111 functions as a carrier of a planetary gear mechanism. The planetary gear 160B is engaged with the ring gear 160D fixed so as not to rotate in the case of the driving force transmission control mechanism 190F.

In such a planetary gear mechanism, the revolution speed of the planetary gear 160B is smaller than the rotation speed of the sun gear 160A, so that the hollow shaft (that is, the output portion of the transmission mechanism 160) 111 is the right-wheel rotation shaft. It rotates at a slower speed than (3). Therefore, the transmission mechanism 160 is to function as a deceleration mechanism.

For this reason, when the rotation speed of the clutch plate 112A is smaller than the clutch plate 112B, and the multi-plate clutch mechanism 112 is engaged, the positive torque according to this engagement state will become a right-wheel rotation shaft from the input shaft 1 side. It is supposed to be fed to (3).

On the other hand, when the transmission mechanism 160 and the multi-plate clutch mechanism 112 provided in the left-wheel rotating shaft 2 are comprised similarly, and wants to distribute the drive torque from the input shaft 1 by the left-wheel rotating shaft 2 a lot. In the case where the multi-plate clutch mechanism 112 on the left wheel rotary shaft 2 side is properly engaged according to the degree (distribution ratio) to be distributed, and it is desired to distribute a lot by the right wheel rotary shaft 3, according to the distribution ratio. The multi-plate clutch mechanism 112 on the right wheel rotation shaft 3 is properly engaged.

At this time, the multi-plate clutch mechanism 112 is hydraulically driven to control the engagement of the multi-plate clutch mechanism 112 by adjusting the size of the hydraulic pressure, and the left wheel rotary shaft 2 or the right wheel rotary shaft ( 3) It is possible to adjust the amount of supply of the driving force (that is, the ratio of right and left distribution of the driving force) to a proper precision.

In addition, the left and right multi-plate clutch mechanisms 112 are set so that they do not fully engage at the same time. That is, when one of the left and right multi-plate clutch mechanisms 112 is completely engaged, the other multi-plate clutch mechanism 112 is configured to generate at least slip.

The hydraulic circuit structure (see FIGS. 1, 12, 13, and 14) is formed to drive the multi-plate clutch mechanism 112.

In addition, in the vehicle left and right driving force adjustment device shown in FIG. 21, the input shaft 1 and the first and right wheel rotation shafts 2 and 3 are arranged similarly to the apparatus of the embodiment (see FIG. 15), and the left wheel rotation shaft A vehicle left and right driving force adjusting device is installed between (2) and the right wheel rotating shaft (3) and the input shaft (1).

The drive force transmission control mechanism 109G of the vehicle left and right drive force adjustment device is provided with the transmission mechanism 160 similar to the above-described apparatus (see FIG. 20), but the transmission mechanism 160 includes the input shaft 1. Is connected, and the rotation of the input shaft (1) is increased to output to the rotation shafts (2) and (3).

Instead of the multi-plate clutch mechanism 112, for example, a coupling 161 such as a friction clutch is disposed between the output portion 160A of the transmission mechanism 160 and the rotation shafts 2 and 3, respectively. Refurbished. In the case of the friction clutch, the torque transmission direction is provided in one direction toward the required direction (each torque transmission direction).

The transmission mechanism 160 is constituted by one planetary gear mechanism, and the transmission mechanism 160 provided on the right wheel rotating shaft 3 will be described as an example. The sun gear 160A is provided on one side (input shaft) of the coupling 161. Is fixed, and the sun gear 160A meshes with the planetary gear (planetary pinion) 160B on its outer periphery. The pinion shaft 160C pivotally supporting the planetary gear 160B is axially supported by the carrier 160E which extends from the differential gear case 108A. The planetary gear 160B is engaged with the ring gear 160D fixed so as not to rotate in the case of the driving force transmission control mechanism 109G.

In such a planetary gear mechanism, the revolution speed of the planetary gear 160B is smaller than the rotational speed of the sun gear 160A, so that the sun gear 160A side (ie, the output of the transmission gear 160) is hollow. It rotates at a higher speed than the shaft 111. Therefore, the transmission mechanism 160 is supposed to function as a speed increasing mechanism.

For this reason, when the coupling 161 provided in the right wheel rotation shaft 3 is engaged, the positive torque according to this engagement state is supplied from the input shaft 1 side to the right wheel rotation shaft 3 side.

On the other hand, the transmission mechanism 160 and the coupling 161 with which the left-wheel rotating shaft 2 is equipped are similarly comprised. Therefore, when the drive torque from the input shaft 1 is to be distributed a lot by the left wheel rotation shaft 2, the coupling 161 on the left wheel rotation shaft 2 side is appropriately adjusted according to the degree (distribution ratio) to be distributed. When it engages and wants to distribute a lot by the right wheel rotation shaft 3, the coupling 161 of the right wheel rotation shaft 3 side is suitably engaged according to the distribution ratio.

At this time, by controlling the engagement state of the coupling 161, the supply amount of the driving force (in other words, the left and right distribution ratio of the driving force) from the input shaft 1 to the left wheel rotation shaft 2 or the right wheel rotation shaft 3 is adjusted to an appropriate precision. It is supposed to be.

In addition, here, the left and right couplings 161 are set so that they do not fully engage at the same time. In other words, the other of which the left and right couplings 161 fully engage is configured to generate at least slip.

The hydraulic circuit structure (see FIGS. 1, 12, 13, and 14) is formed to drive the multi-plate clutch mechanism 112.

In addition, the left and right driving force adjusting device for a vehicle shown in FIG. 22 is provided in the rear wheel which is a non-drive wheel (wheel which does not receive engine output) in a front wheel drive vehicle, The driving force transmission control mechanism 190A has the rotating shaft of a rear wheel ( It is provided between 2) and (3), and the driving force transmission control mechanism 109A of FIG. 16 is applied to the non-drive wheels.

That is, the rotary shafts 2, 3 of the rear wheels are independent of each other, but the transmission mechanism 191 is provided on the right wheel rotation shaft 3 side, and the transmission mechanism 192 is provided on the left wheel rotation shaft 2 side. . Between the output part of the transmission mechanism 191 and the left-wheel rotation shaft 2, the hydraulic multi-plate clutch mechanism 193 as a transmission capacity variable control torque transmission mechanism is retrofitted. In addition, between the output of the transmission mechanism 192 and the hollow shaft 195 which rotates at constant speed in conjunction with the left wheel rotation shaft 3, the transmission capacity variable control torque transmission controlled by the controller 81 similarly to the apparatus of the embodiment is carried out. The hydraulic multi-plate clutch mechanism 194 is provided as a mechanism. 193A, 193B, and 194B are clutch plates.

Among these, the transmission mechanism 191 includes a sun gear 191A mounted to be integrally rotated on the right wheel rotation shaft 3, a planetary gear 191B meshing with the sun gear 191A, and the planetary gear 191B. It is composed of a planetary gear (191D) pivotally supported on the planetary shaft 191C and integrally rotated with the planetary gear (191B), and a sun gear (193C) meshing with the planetary gear (191D).

Since the sun gear 193C is set to a larger diameter than the sun gear 191A and the planetary gear 191D is set to a smaller diameter than the planetary gear 191B, the sun gear 193C is the sun gear 191A. It rotates at a lower speed than. Therefore, the transmission mechanism 191 decelerates the rotation of the right wheel rotation shaft 3 and outputs it as the rotation of the sun gear 193C.

For this reason, when the hydraulic multi-plate clutch mechanism 913 engages, since the clutch plate 193B on the left-wheel rotation shaft 2 side is faster than the clutch plate 193A on the side of the reduced sun gear 193C, the left-wheel rotation shaft The driving force is transmitted from the side (2) to the sun gear (193C), that is, to the right wheel rotation shaft (3).

In this case, since the left wheel rotating shaft 2 and the right wheel rotating shaft 3 are the rotating shafts of the non-driven wheel at the same time, the driving force from the engine is not supplied, but the left wheel rotating shaft 2 gives the right wheel rotating shaft 3 a rotational reaction received from the road surface. . That is, the left wheel connected to the left wheel rotary shaft 2 gives a braking force to the road surface, and on one side thereof receives a rotation reaction force from the road surface, and the right wheel connected to the right wheel rotary shaft 3 gives the driving force received from the left wheel rotary shaft 2 to the road surface. . Since the braking force can be thought of as a negative driving force, the driving force distribution between the left wheel rotating shaft 2 and the right wheel rotating shaft 3 is adjusted while being a non-drive wheel.

In addition, the transmission mechanism 192 pivots the planetary gear 192B with the sun gear 192A mounted so as to rotate integrally with the left wheel rotation shaft 3 and the planetary gear 192B meshing with the sun gear 192A. It is composed of a planetary gear 192D installed on the supporting planetary shaft 192C and integrally rotating with the planetary gear 192B and a sun gear 194C engaged with the planetary gear 192D.

Since the sun gear 194C is set to a larger diameter than the sun gear 192A, and the planetary gear 192D is set to a smaller diameter than the planetary gear 192B, the sun gear 194C is the sun gear 192A. It rotates at a lower speed than. Therefore, the transmission mechanism 192 decelerates the rotation of the left wheel rotation shaft 2 and outputs it as the rotation of the sun gear 194C.

Further, the hollow shaft 195A to which one clutch plate 194B of the hydraulic multi-plate clutch mechanism 194 is mounted is engaged with the sun gear 195 and the sun gear 195A which rotate integrally with this, and the planetary shaft 191C. The planetary gear 191E, the planetary shaft 191C, the planetary gear 191B, and the sun gear 191A, which are mounted on the core, are connected to the right wheel rotating shaft 3.

Further, since the sun gear 195A is set to the same diameter as the sun gear 191A and the planetary gear 191E is set to the same diameter as the planetary gear 191B, the hollow shaft 195 is always the right-wheel rotating shaft 3 Interlock at the same speed as).

For this reason, when the hydraulic multi-plate clutch mechanism 194 engages, the clutch plate 194B of the hollow shaft 195 side (the right rotating shaft 3 side) is closer than the clutch plate 194A of the decelerated sun gear 194C side. Since this rotation is fast, the driving force is transmitted from the right wheel rotation shaft 3 toward the left wheel rotation shaft 3.

Also in this case, since the left wheel rotation shaft 2 and the right wheel rotation shaft 3 are the rotation shafts of the non-driven wheel at the same time, the driving force from the engine is not supplied, but the right wheel rotation shaft 3 gives the left wheel rotation shaft 2 a rotational reaction force received from the road surface. do. That is, the right wheel connected to the right wheel rotating shaft 3 gives a braking force to the road surface, and receives a reaction force from the road surface on one side, and the left wheel connected to the left wheel rotating shaft 2 gives the driving force received from the right wheel rotating shaft 3 to the road surface. While being non-driven, the driving force distribution between the left wheel rotating shaft 2 and the right wheel rotating shaft 3 is adjusted.

In order to drive the multi-plate clutch mechanisms 193 and 194, the above-described hydraulic circuit structures (see FIGS. 1, 12, 13, and 14) are formed.

In addition, the left and right driving force adjusting device for a vehicle shown in FIG. 23 is also provided in the rear wheel which is a non-drive wheel in a front wheel drive vehicle, and the driving force transmission control mechanism 190B is provided between the rotation shafts 2 and 3 of the rear wheel. And the mechanism 109E shown in FIG. 17 is applied to the non-drive wheel.

That is, as shown in FIG. 23, although the rotary shafts 2 and 3 of the rear wheels are independent from each other, a transmission mechanism 196 is provided between the rotary shafts 2 and 3 of the rear wheels, and the left wheel rotary shaft ( On the side 2), a hydraulic multi-plate clutch mechanism 197 as a transmission capacity variable control torque transmitter is provided between the speed increase output portion of the transmission mechanism 196 and between the speed reduction output portion of the transmission mechanism 196. A hydraulic multi-plate clutch mechanism 198 is provided as a transmission capacity variable control torque transmission mechanism.

The transmission mechanism 196 is attached to the gear 114A provided on the right wheel rotation shaft 3, the shaft (counter shaft) 196B provided in parallel with the rotation shafts 2 and 3, and the counter shaft 196B. And the gear 196A meshing with the gear 114A, the gear 197C provided on the left wheel rotation shaft 2 side via the hydraulic multi-plate clutch mechanism 197, and the left-wheel forward shaft via the hydraulic multi-plate clutch mechanism 198. Gear 198C provided on side (2), gear 196C installed on counter shaft 196B and meshing with gear 197C, and gear 196D provided on counter shaft 196B and meshed with gear 198C. It consists of

The gear 197C is set smaller than the gear 114A, the gear 198C is set larger than the gear 114A, the gear 196C is larger than the gear 196A, and the gear 196D is It is set to a smaller diameter than the gear 196A.

Therefore, the gear 197C transmits a rotational force to the root of the gear 114A, the gear 196A, the gear 196C, and the gear 197C, rotates at a higher speed than the gear 114A, and the gear 197C is a transmission. The speed increasing output section of the sphere 196 is used. The gear 198C transmits a rotational force to the root of the gear 114A, the gear 196A, the gear 196D, and the gear 198C, rotates at a lower speed than the gear 114A, and the gear 198C rotates. The deceleration output portion of the transmission mechanism 196 of the transmission mechanism 196 is used.

For this reason, when the hydraulic multi-plate clutch mechanism 197 engages, since the rotation of the clutch plate 197A side of the left-wheel rotation shaft 2 is slower than the clutch plate 197B of the gear 197C speed-up gear, the right-wheel rotation shaft ( Driving force is transmitted from the 3) side to the left wheel rotation shaft (2).

On the contrary, when the hydraulic multi-plate clutch mechanism 198 engages, since the rotation of the clutch plate 198A on the left wheel rotation shaft 2 side is faster than the clutch plate 198B on the reduced gear 198C side, the left wheel rotation shaft 2 The driving force is transmitted from the side toward the right wheel rotation shaft (3).

Also in this case, since the left wheel rotation shaft 2 and the right wheel rotation shaft 3 are the rotation shafts of the non-driven wheel at the same time, the driving force from the engine is not supplied. It is given to one rotation shaft (3) or (2). That is, the left wheel or the rear wheel connected to the rotating shaft 2 or (3) on the driving force side provides braking force to the road surface, and receives rotational reaction force from the road surface on one side of the rotating shaft 3 or (2). The connected right wheel or left wheel receives this rotation reaction force and transmits it to the road surface as a driving force.

In order to drive the multi-plate clutch mechanisms 197 and 198, the above-described hydraulic circuit structures (see FIGS. 1, 1, 13, and 14) are formed.

In each of the above apparatuses, a hydraulic multi-plate clutch mechanism is mainly used as the transmission capacity variable control torque transmission mechanism. However, the transmission capacity variable control torque transmission mechanism is a hydraulic torque transmission mechanism that can variably control the transmission torque capacity. In addition to the mechanism of this example, various torque transmission mechanisms can be considered.

For example, couplings other than hydraulic friction clutches, hydraulic controllable VCUs (viscus coupling units), hydraulic controllable HCUs (hydraulic coupling units = differential pump type hydraulic couplings), etc. It can be used as a controlled torque transmission mechanism.

Also in the case of these torque transmission mechanisms, by using the hydraulic circuit structure (see FIGS. 1, 12, 13, and 14), the malfunction of the control system, the welding of the valve, the proportional valve 74 or the switching When the hydraulic system, such as the valve 76 or the electric pump 70, breaks down, it is possible to reliably avoid the inconvenience that both the left and right hydraulic clutch mechanisms engage or engage at the same time, thereby preventing the engagement of the multi-plate clutch mechanism B. Thus, it is possible to secure the running property of the vehicle and to prevent the damage of the mechanism.

In addition, in each of the above configuration examples, the vehicle left and right driving force adjusting device is equipped on the rear wheel, but it can be applied to the front wheel as well as the right and left driving force adjusting device. Particularly, in the apparatus of the above-described embodiment and the apparatus of FIGS. 16 to 21, the vehicle left and right driving force adjusting device is equipped in the drive system of the rear wheel of the four wheel drive vehicle, but such a left and right driving force adjusting device is provided in the driving system of the front wheel of the four wheel drive vehicle. The present invention can be applied to the driving system of the rear wheel of a rear wheel vehicle or the driving system of the front wheel of a front wheel drive vehicle. 22 and 23, the vehicle left and right driving force adjusting device is provided on the rear wheel which is the non-drive wheel of the front wheel drive vehicle. However, the left and right driving force adjusting device can also be applied to the front wheel which is the non-drive wheel of the rear wheel drive car. .

[Industrial use]

As described in detail above, the hydraulic circuit structure of the left and right driving force adjusting device for a vehicle of the present invention is suitable for use in an apparatus for adjusting the distribution of the driving force between the left and right wheels of a vehicle, including a car such as a four-wheel drive car. Do.

The left and right wheels may be drive wheels or non-drive wheels (drive wheels). If the left and right wheels are driving wheels, the above-described driving force adjusting device (left and right driving force adjusting device) is retrofitted in the middle of a driving force transmission system from the engine to the left and right driving wheels, and the driving force transmitted from the engine to the left and right driving wheels adjusts the distribution. will be. If the left and right wheels are non-drive wheels, the above-described left and right drive force adjusting device is provided between the left and right non-drive wheels irrespective of the output of the engine, and by moving the torque from one side of the left and right non-drive wheels to the other, The negative driving force (that is, the braking force) is exerted on the non-drive wheels, and the positive driving force is exerted on the other non-drive wheels.

And these left and right drive force devices are based on the premise that adjustment of drive force distribution etc. is carried out by a hydraulic torque transmission mechanism.

This hydraulic circuit structure can be applied to the driving force adjusting device between the left and right drive wheels as described above, and to the driving force adjusting device between the left and right non-drive wheels as described above.

In particular, it is preferable to fine-tune the torque transmission state of the hydraulic torque transmission mechanism with high precision, and very preferable when the hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism.

Claims (22)

A vehicle left and right driving force adjusting device having a pair of axles 2 and 3 which are integrally rotated with each of the left and right wheels and a driving force transmission control mechanism S established between these axles 2 and 3, wherein the driving force is provided. The transmission control mechanism S is provided with a hydraulic torque transmission mechanism B for left wheel control and a right wheel axle 3 or a right wheel axle for moving the driving force to the left wheel axle 2 or from the left wheel axle 2. (3) A hydraulic torque transmission mechanism (B) for right wheel control for moving the driving force and hydraulic circuits for driving these hydraulic torque transmission mechanisms (B, B), wherein the hydraulic circuit is a hydraulic source (73). A hydraulic pressure adjusting unit 74 for adjusting and outputting the hydraulic pressure from the hydraulic pressure unit, a hydraulic pressure input unit 20D which is installed in the hydraulic torque transfer mechanism B and inputs hydraulic pressure for torque transmission, and the hydraulic pressure adjusting unit 74. From the oil passage leading to the respective hydraulic input sections 20D and 20D. Input hydraulic circuit structure of the vehicle driving-force laterally-adjusting device, characterized in that it is composed of a switching valve (76 or 100) capable of supplying a hydraulic pressure to either one of (20D, 20D). The opening mode in which the switching valve 76 supplies the required oil pressure from the oil pressure adjusting unit 74 to one of the oil pressure input units 20D, 20D, and the oil pressure input unit 20D, respectively. A hydraulic circuit structure of a vehicle left / right drive force adjusting device, characterized in that it is composed of a two-mode switching valve that takes one of the opening modes of the opening mode supplied to the other side of 20D). 3. The switching valve 76 according to claim 2, against the spool 76A capable of advancing and retracting in the axial direction, the spring 76C that biases the spool 76A in the required direction, and the spring 76C. A first valve body portion 76a configured to be a solenoid 76B for driving the spool 76A, wherein the spool 76A opens and closes a flow path to one of the hydraulic input portions 20D, 20D, and the hydraulic pressure. The 2nd valve body part 76b which opens and closes the flow path to the other part of an input part is arrange | positioned, and the said 1st valve body part 76a does not open simultaneously with the said 1st valve body part 76a and the 2nd valve body part 76b. And a positional relationship between the second valve body portion (76b) and the hydraulic circuit structure of the vehicle left and right driving force adjusting device. The opening mode in which the said switching valve 110 supplies the required oil pressure from the oil pressure adjusting part 74 to one of said oil pressure input parts 20D and 20D, and each said oil pressure input part ( And a three-mode switching valve which takes one of three modes of opening mode for supplying to the other side of 20D and 20D, and closed mode for supplying no hydraulic input section, and the switching valve 110 is provided with the switching valve ( 110. A hydraulic circuit structure for a left and right drive force adjusting device for a vehicle according to claim 1, wherein the closing mode is set to take the closed mode when the driving force is not applied. 5. The switch valve 110 according to claim 4, wherein the switching valve 110 includes a spool 110A capable of advancing and retracting in the axial direction, and a pair of springs 110D and 110E for biasing the spool 110A from its both ends to a neutral position. And a first solenoid 110B for driving the spool 110A toward one end against the spring 110D and a spool 110A for driving the other end against the spring 110E. A second solenoid 110C, the spool 110A closes the flow path to one of the hydraulic input sections 20D, 20D when the spool 110A is in a neutral position, and the spool 110A. The first valve body portion 110a for opening the flow path to one of the hydraulic input portions 20D and 20D when the valve is in a biased position toward the one end, and the hydraulic input portion when the spool 110A is in the neutral position. The flow path to the other side of 20D, 20D is closed, and the said spool 110A is burnt. When the flow path to the other side of the hydraulic input section 20D, 20D is closed when in the biased position toward the end, and when in the biased position toward the other end of the spool 110A, to the other side of the hydraulic pressure section 20D, 20D. And a second valve body portion (110b) for opening the flow path of the hydraulic circuit structure of the vehicle left and right driving force adjusting device. 2. The left and right driving force adjustment according to claim 1, wherein the hydraulic pressure adjusting unit 74 and the switching valves 76 and 110 are stored in the oil chamber 82 in which operating oil is stored and embedded in the operating oil. Hydraulic circuit structure of the device. The hydraulic circuit structure of a vehicle left and right drive force adjusting device according to claim 1, wherein a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism (S). In the left and right driving force adjusting device for a vehicle provided with a pair of axles (2, 3) integrally rotating with each of the left and right wheels and a driving force transmission control mechanism (S) established between the axles (2, 3), The driving force transmission control mechanism S is provided with the hydraulic torque transmission mechanism B for the left wheel control for moving the driving force to or from the left wheel axle 2 and the right wheel axle 3 or the right wheel side. A hydraulic torque transmission mechanism (B) for right wheel control for moving the driving force from the axle (3) and hydraulic circuits for driving these hydraulic torque transmission mechanisms (B, B) are provided. The hydraulic circuit includes a hydraulic pressure source (73). ), A hydraulic pressure adjusting unit 74 for adjusting and outputting the hydraulic pressure from the hydraulic pressure input unit, a hydraulic pressure input unit 20D to be installed in the hydraulic torque transmission mechanism B and inputting hydraulic pressure for torque transmission, and the hydraulic pressure adjusting unit 74. ) And a switching valve installed in the flow path from the hydraulic input unit (20D, 20D) 76, 100, and control means 81 for controlling the switching valves 76, 100, and the hydraulic pressure in the flow path from the switching valves 76, 100 to the respective hydraulic input sections 20D, 20D. The detection means 78R, 78L are retrofitted, and the control means 81 is provided with a fixed judgment unit for determining the failure of the hydraulic circuit portion based on the information from the hydraulic detection means 78R, 78L. Hydraulic circuit structure of the left and right driving force adjustment device for a vehicle. 9. The hydraulic circuit structure of a vehicle left and right drive force adjusting device according to claim 8, wherein a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism (B). In the left and right driving force adjusting device for a vehicle provided with a pair of axles (2, 3) integrally rotating with each of the left and right wheels and a driving force transmission control mechanism (S) established between the axles (2, 3), The driving force transmission control mechanism S is provided to the left wheel control hydraulic torque transfer mechanism B for moving the driving force to the left wheel axle 2 or from the left wheel axle 2 and to the right wheel axle 3 or to the right wheel side. A hydraulic torque transmission mechanism (B) for right wheel control for moving the driving force from the axle (3) and hydraulic circuits for driving these hydraulic torque transmission mechanisms (B, B) are provided. The hydraulic circuit includes a hydraulic pressure source (73). ), A hydraulic pressure adjusting unit 74 for adjusting and outputting the hydraulic pressure from the hydraulic pressure input unit, a hydraulic pressure input unit 20D to be installed in the hydraulic torque transmission mechanism B and inputting hydraulic pressure for torque transmission, and the hydraulic pressure adjusting unit 74. Switching valve (7) installed in the flow path from the above to each of the hydraulic input section (20D, 20D) 6, 110, and control means 81 for controlling the hydraulic pressure adjusting unit 74, and the hydraulic pressure detecting unit 72 is installed in the output flow path from the hydraulic pressure adjusting unit 74, and the control means ( 81. A hydraulic circuit structure for a vehicle left and right drive force adjusting device, characterized in that a failure judging unit for determining a failure of the hydraulic circuit portion based on information from the hydraulic detection means (72) is provided. The hydraulic circuit structure of a left and right drive force adjusting device for a vehicle according to claim 10, wherein a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism (B). An input unit 1 to which driving force is input, a pair of left and right output shafts 2 and 3 for outputting the driving force input to the input unit 1 to the left and right wheels, and the input unit 1 and the output shaft 2, 3) is provided between the differential mechanism S1, which is provided between the input shaft and each output shaft, which distributes the driving force to the respective output shafts 2, 3 and permits the differential of the output shafts 2, 3, respectively. In the left and right driving force adjusting device for a vehicle provided with the driven drive force transmission control mechanism S, the drive force transmission control mechanism S shifts the rotational speed of the output shaft 2 on the left wheel side A. ), The right wheel shift mechanism A for shifting the rotational speed of the right output shaft 3 on the right wheel side, the left wheel shift mechanism A, the input unit 1 or the right wheel output shaft 3, The hydraulic power for the left wheel control, which is retrofitted in between and moves the driving force to or from the left wheel output shaft 2, The torque transmission mechanism B and the right wheel transmission mechanism A and the input unit 1 or the left wheel output shaft 2 are installed between the right wheel output shaft 3 or the right wheel output shaft 3. Hydraulic torque transmission mechanism (B) for right-wheel control for moving the driving force from the hydraulic force), and hydraulic circuits for driving these hydraulic torque transmission mechanisms (B, B), wherein the hydraulic circuit is provided from the hydraulic source (73). A hydraulic pressure adjusting unit 74 for adjusting and outputting the hydraulic pressure, a hydraulic pressure input unit 20D which is installed in each of the above-described hydraulic torque transmission mechanisms B, and inputs oil pressure for torque transmission, and the hydraulic pressure adjusting unit 74 It is composed of a switching valve 76 or 110 which is opened in the flow path from each of the hydraulic input section (20D, 20D) to supply the hydraulic pressure to any one of the hydraulic input section (20D, 20D). Hydraulic circuit structure of vehicle left and right drive force adjusting device. The opening mode in which the switching valve 76 supplies the required oil pressure from the oil pressure adjusting unit 74 to one of the oil pressure input units 20D, 20D and the oil pressure input unit 20D, respectively. A hydraulic circuit structure for a vehicle left and right drive adjustment device, characterized in that it is composed of a two-mode switching valve that takes one of the opening modes of the opening mode supplied to the other side of 20D). 14. A spool 76A capable of advancing and retracting in the axial direction, a spring 76C that biases the spool 76A in a required direction, and a spring 76C. A first valve body portion 76a configured to be a solenoid 76B for driving the spool 76A, wherein the spool 76A opens and closes a flow path to one of the hydraulic input sections 20D and 20D; The second valve body portion 76b for opening and closing the other flow path of the hydraulic input portion of the second valve body portion 76b is disposed so that the first valve body portion 76a and the second valve body portion 76b do not open at the same time. 76a) and a positional relationship between said second valve body portion (76b) is set. The opening mode in which the switching valve 110 supplies the required oil pressure from the oil pressure adjusting circuit 74 to one of the oil pressure input parts 20D and 20D, and each of the oil pressure input parts. The switching valve 110 is composed of a three-mode switching valve which takes one of three modes of opening mode to be supplied to the other side of 20D and 20D and closed mode not to supply any hydraulic input unit. The hydraulic circuit structure of the left and right driving force adjusting device for a vehicle, characterized in that the closed mode is set to take the closed mode when the driving force is not applied to (110). 16. The spool 110A according to claim 15, wherein the switching valve 10 is capable of advancing and retracting in the axial direction, a pair of springs 110D and 110E which bias the spool 110A from its both ends to a neutral position. And a first solenoid 110B for driving the spool 110A against one end of the spring 110D so as to be biased toward one end, and a driver for biasing the spool 110A toward the other end against the spring 110E. 2 solenoids 110C, the spool 110A closes the flow path to one of the hydraulic input sections 20D and 20D when the spool 110A is in a neutral position, and the spool 110A is closed. The first valve body portion 110a for opening the flow path to one of the hydraulic input portions 20D and 20D when in a biased position toward one end, and the hydraulic input portion when the spool 110A is in a neutral position. The flow path to the other side of 20D, 20D is closed, and the said spool 110A is burnt. When the comfort position of the sub-structure into the hydraulic circuit of the vehicle driving-force laterally-adjusting device, characterized in that and a second valve body (110b) opening the flow path of the other of said hydraulic pressure input (20D, 20D). 13. The vehicle right and left driving force adjustment according to claim 12, wherein the hydraulic pressure adjusting unit 74 and the switching valve 76 or 110 are embedded in the oil chamber 82 in which operating oil is stored and embedded in the operating oil. Hydraulic circuit structure of the device. The hydraulic circuit structure according to claim 12, wherein a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism (S). An input unit 1 to which driving force is input, a pair of left and right output shafts 2 and 3 for outputting the driving force input to the input unit 1 to the left and right wheels, and the input unit 1 and the output shaft 2, 3) is provided between the differential mechanism S1, which is provided between the output shafts 2 and 3 and distributes the driving force to each of the output shafts 2 and 3, while allowing the differential of the respective output shafts 2 and 3, and between the input section and the respective output shafts. In the left and right driving force adjusting device for a vehicle provided with the driven drive force transmission control mechanism S, the drive force transmission control mechanism S shifts the rotational speed of the output shaft 2 on the left wheel side A. ) And the right wheel transmission mechanism A for shifting the rotation speed of the right output shaft 3 on the right wheel side, and the left wheel transmission mechanism A and the input unit 1 or the right wheel output shaft 3. Left-hand control hydraulic type for moving the driving force to the left wheel output shaft (2) or from the left wheel output shaft (2) Between the torque transmission mechanism B and the right wheel transmission A and the input unit 1 or the left wheel output shaft 2 and mounted on the right wheel output side 3 or the right wheel output side 3 A hydraulic torque transmission mechanism (B) for right wheel control for moving the driving force from the hydraulic power source and hydraulic circuits for driving these hydraulic torque transmission mechanisms (B, B), wherein the hydraulic circuit is configured to provide hydraulic pressure from the hydraulic source (73). The hydraulic pressure adjusting unit 74 for adjusting and outputting the oil pressure, the hydraulic pressure input unit 20D which is installed in the hydraulic torque transfer mechanism B, and the hydraulic pressure for torque transmission is input, and the hydraulic pressure adjusting unit 74 Switch valves 76 and 110 mounted in flow paths extending to the hydraulic input units 20D and 20D, and control means 81 for controlling the switch valves 76 and 110; The hydraulic detection means 78R, 78L are retrofitted in the flow path from the above to each said hydraulic input part 20D, 20D. At the time, the control means 81 is provided with a failure determining unit for determining a failure of the hydraulic circuit portion based on the information from the hydraulic detection means 78R, 78L. Hydraulic circuit structure. The hydraulic circuit structure according to claim 19, wherein a hydraulic multi-plate clutch is used as the hydraulic torque transmission mechanism (B). An input unit 1 to which driving force is input, a pair of left and right output shafts 2 and 3 for outputting the driving force input to the input unit 1 to the left and right wheels, and the input unit 1 and the output shaft 2, 3) is provided between the differential mechanism S1, which is provided between the input shaft and each output shaft, which distributes the driving force to the respective output shafts 2, 3 and permits the differential of the output shafts 2, 3, respectively. In the left and right driving force adjusting device for a vehicle provided with the driven drive force transmission control mechanism S, the drive force transmission control mechanism S shifts the rotational speed of the output output 2 on the left wheel side ( A) and between the right wheel transmission mechanism A for shifting the rotational speed of the output shaft 3 on the right wheel side, and between the left wheel transmission mechanism A and the input unit 1 or the right wheel output shaft. Hydraulic wheel for left wheel control which is refurbished and moves the driving force to or from the left wheel output shaft (2). Interposed between the transmission mechanism B and the right wheel transmission A and the input unit 1 or the left wheel output shaft 2 and on the right wheel output shaft 3 or the right wheel output shaft 3; And a hydraulic circuit for driving the right-wheel control hydraulic torque transmission mechanism B for moving the driving force from the hydraulic torque transmission mechanism B and B, and the hydraulic circuit is configured to provide hydraulic pressure from the hydraulic source 73. The hydraulic pressure adjusting unit 74 for adjusting and outputting the oil pressure, the hydraulic pressure input unit 20D which is installed in the hydraulic torque transfer mechanism B, and the hydraulic pressure for torque transmission is input, and the hydraulic pressure adjusting unit 74 A switching valve (76, 110) mounted on a flow path leading to each of the hydraulic input sections (20D, 20D) and control means (81) for controlling the hydraulic pressure adjusting section (74), and an output flow path from the hydraulic pressure adjusting section (74). The hydraulic detection means 72 is retrofitted at the same time, and the hydraulic detection means 7 is connected to the control stage 81. 2. A hydraulic circuit structure of a left and right drive force adjusting device for a vehicle, characterized in that a failure judging unit is provided for determining a failure of the hydraulic circuit portion based on the information from 2). The hydraulic circuit structure according to claim 21, wherein a hydraulic multi-plate clutch is used as the hydraulic torque transfer mechanism (B).